


Book_ L c iiP- 

* 







61 st Congress \ 
2d Session j 


'SENATE 


f Document 
\ No. 646 


OPERATIONS OF PAY DEPARTMENT OF 
THE ATLANTIC FLEET ON CRUISE 

Sjf y ** ' ' / • . , \ i - -I- 

AROUND THE WORLD 


REPORT OF PAY INSPECTOR SAMUEL 
McGOWAN, U. S. N., FLEET PAYMASTER. 


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PRESENTED BY AIR. PERKINS FOR MR. TILLMAN 


June 23, 1910.—Ordered to be printed 



WASHINGTON 

GOVERNMENT PRINTING OFFICE 

1910 


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SENATE 


61 st Congress 


Document 


2d Session 


No. 646 


OPERATIONS OF PAY DEPARTMENT OF 
THE ATLANTIC FLEET ON CRUISE 
AROUND THE WORLD 


/¥ 3 


3 


REPORT OF PAY INSPECTOR SAMUEL 
McGOWAN, U. S. N., FLEET PAYMASTER. 




PRESENTED BY AIR. PERKINS FOR MR. TILLMAN 


June 23, 1910. —Ordered to be printed 


WASHINGTON 

GOVERNMENT PRINTING OFFICE 

1910 








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LETTER OF TRANSMITTAL 


Department of the Nayy, 

Washington, June 22 , 1910. 

My Dear Senator: Referring to your letter of May 21, quoting; a 
telegraphic request of Senator Tillman that a report of Pay Inspector 
Samuel McGowan, U. S. Navy, be printed as a Senate document, I 
forward herewith Pay Inspector McGowan’s copy of this report, which 
describes the operations of the pay departments of the vessels of the 
Atlantic Fleet on the cruise around the world. The original of this 
report is now on the Asiatic Station. 

Faithfully yours, G. v. L. Meyer. 

Hon. George C. Perkins, United States Senator, 

Chairman Committee on Naval Affairs, 

United States Senate. 





OPERATIONS OF PAY DEPARTMENT OF THE ATLANTIC FLEET 

ON CRUISE AROUND THE WORLD. 


U. S. Navy Pay Office, 
Charleston, S. C., February 12, 1910. 

Sir: 1. This report is respectfully submitted in compliance with 
the following order: 

Navy Department, Bureau of Supplies and Accounts, 

Washington, D. C., October 27, 1909. 

Sir: The bureau desires you to render at the earliest date practicable a special 
report to it covering your experiences as paymaster of the fleet and embracing any 
recommendations as to the conduct of that office which that experience may have 
suggested to you. 

Respectfully, E. B. RoCxERS, 

Paymaster-General, U. S. Navy. 

Pay Inspector S. McGowan, United States Navy. 

2. The nature and duration of the several duties assigned are 
indicated by the following orders: 

Navy Department, 

Washington, May 26, 1908. 

Sir: You are hereby detached from duty in the Bureau of Supplies and Accounts, 
Navy Department, and from such other duty as may have been assigned you; will 
proceed to San Francisco, Cal., or to such other port as the U. S. S. Connecticut may 
be, and report to the commander in chief, United States Atlantic Fleet, on June 15, 
1908, for duty as fleet paymaster of said fleet, as the relief of Pay Inspector Henry A. 
Dent, U. S. Navy, and on June 30, 1908, for duty as pay officer of the U. S. S. Con¬ 
necticut, as the relief of Assistant Paymaster Harry E. Collins, U. S. Navy. 

Respectfully, 

V. H. Metcalf, 

Secretary. 

Pay Inspector Samuel McGowan, 

United States Navy, Bureau of Supplies and Accounts, 

Navy Department, Washington, D. C. 


Navy Department, 

Washington, June 9, 1908. 

Sir: Having been appointed senior member of a naval examining board ordered to 
convene on board the U. S. S. Connecticut , on June 18, 1908, for the examination of 
Passed Assistant Paymaster John A. B. Smith, U. S. Navy, preliminary to promotion 
required by section 1496 of the Revised Statutes, you will report to the commander 
in chief, United States Atlantic Fleet, and assemble the board at the time and place 
specified. 

The members and recorder of the board have been directed to report to you for 
this duty. 

This is in addition to your present duties. 

Respectfully, V. H. Metcalf, 

Secretary. 

Pay Inspector Samuel McGowan, 

United States Navy, Fleet Paymaster, United States Atlantic Fleet, 

U. S. S. Connecticut. 

5 




6 


OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


Office of the Commander in Chief, 

United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 

At sea—en route to Sydney, August 19, 1908. 

Sir: Upon the reporting of your relief, Assistant Paymaster B. H. Brooke, U. S. 
Navy, August 20, 1908, you will make the necessary transfers to him, including public 
funds in hand and on deposit, pay accounts, and clothing and small stores, pertaining 
to the U. S. S. Connecticut; will regard yourself detached from duty as pay officer 
of that vessel; and will continue your duty as fleet paymaster, United States Atlantic 
Fleet. 

Respectfully, C. S. Sperry, 

Rear Admiral, U. S. Navy, 
Commander in Chief, United States Atlantic Fleet. 

Pay Inspector S. McGowan, 

United States Navy, U. S. S. Connecticut. 


Office of the Commander in Chief, 

United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 

Naples, Italy, January 12, 1909. 

Sir: 1. On the 13th instant you will proceed to Rome, Italy, on special duty in con¬ 
nection with an audience to the commander in chief by His Majesty the King of Italy. 

2. Upon the completion of this duty you will return to Naples and resume your 
present duty. 

3. The fleet paymaster has been directed to furnish the necessary transportation 
and subsistence incurred by this duty. 

4. This duty is required by the public interests. 

Respectfully, * 

C. S. Sperry, 

Rear Admiral, U. S. Navy, 
Commander in Chief, United States Atlantic Fleet. 

Pay Inspector Samuel McGoavan, 

United States Navy, U. S. S. Connecticut, Flagship. 


Office of the Commander in Chief, 

United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 

Naples, Italy, January 17, 1909. 

Sir: 1. Confirming the verbal instructions already given by the commander in 
chief: 

2. You will consult with Lieutenant Bianchini, of the Italian Navy, representing 
Vice-Admiral Moreno, as to the arrangements to be made for the distribution of 
stores from the cargo of the Culgoa and Celtic, informing the commander in chief 
from time to time in order that necessary instructions may be issued to the com¬ 
manding officers. 

3. After the departure of the vessels of the Atlantic Fleet from Italian ports, you 
will make a consolidated report of all stores issued for relief by them and have the 
necessary papers prepared in order that each and all o.f the bureaus may be reim¬ 
bursed from the special relief appropriation which is understood to have been made 
by Congress. 

Respectfully, C. S. Sperry, 

Rear-Admiral, U. S. Navy, 
Commander in Chief, United States Atlantic Fleet. 

Pay Inspector Samuel McGowan, 

United States Navy, U. S. S. Connecticut. 


Office of the Commander in Chief, 

United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 
Villefranche, France, January 24, 1909. 

Sir: I. Proceed immediately to Marseille and purchase for the fleet about 250,000 
pounds fresh meats and about 300,000 pounds fresh vegetables, on terms most advan- 





OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


7 


tageous to the Government that you can secure. These provisions to be delivered 
and stowed by the contractor on board the U. S. S. Culgoa at Marseille about 
January 27, 1909. 

2. You will report your arrival at Marseille to the senior officer present and keep 
him, and by telegraph the commander in chief, advised of the progress of this work. 

3. You will take passage on board the U. S. S. Culgoa and rejoin the fleet at Tetuan 
Bay. 

4. This employment on shore is required by the public interests. . 

5. The pay officer of the U. S. S. Connecticut has been directed to advance you 
the sum of £30 sterling, for which you will account to him. 

Respectfully, 

C. S. Sperry, 
Rear-Admiral, U. S. Navy, 
Commander in Chief, United States Atlantic Fleet . 

Pay Inspector S. McGowan, 

United States Navy Fleet Paymaster, U. S. S. Connecticut. 


Office of the Commander in Chief, 

United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 
Hampton Roads, Va., March 1, 1909. 

Sir: 1. You will proceed to Washington, D. C., by Washington and Norfolk 
steamer, leaving Fort Monroe on the evening of March 1, 1909, for duty in connection 
with the inaugural parade, in accordance with chief of staff’s No. 4625, dated Feb¬ 
ruary 1, 1909. 

2. Quarters for you have been assigned by the Navy Department on the U. S. S. 
Mayflower during your stay in Washington, and if you desire to avail yourself of them 
you will report to the commanding officer of that vessel. No information is available 
as to whether or not bedding can be obtained on the Mayflower. 

3. You will pay for your own accommodations in the usual manner. The reser¬ 
vations on the steamers were made by the department in advance, on account of 
congestion of travel at the present time. 

4. You will carry overcoat with you, also both blue cap and white cap cover. 

5. You will report as soon as practicable after your arrival to your immediate 
superior in the company, battalion, or brigade to which you are attached for the 
duty above assigned. 

6. You will return on the steamer on March 5, unless authorized by the brigade 
commander to exchange with some officer who returns March 4. 

By direction of the commander in chief. 

A. W. Grant, 

Commander, U. S. Navy, Chief of Staff. 

Pay Inspector Samuel McGowan, 

United States Navy, U. S. S. Connecticut. 


Navy Department, 
Washington, April 7, 1909. 

Sir: Proceed to Washington, D. €., and report to the Paymaster-General, U. S. 
Navy, for special temporary duty in connection with the institution of a uniform 
system of ships’ stores on all vessels of the navy. 

Upon the completion of this duty return to New York, N. Y., or to such other port 
as the U. S. S. Connecticut may be, and resume your duties on board that vessel. 

This is in addition to your present duties. 

Respectfully, G. v. L. Meyer, 

Secretary of the Navy. 

Pay Inspector Samuel McGowan, 

United States Navy, Fleet Paymaster, United States Atlantic Fleet, 

U. S. S. Connecticut. 


United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 
Southern Drill Grounds, August 16, 1909. 

Sir: 1. You are hereby detailed to act as counsel for David W. Williams, mess 
attendant, second class, U. S. Navy, who is to be tried for “manslaughter” before 





8 


OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


the general court-martial of which Commander Harry McL. P. Huse isi president, 
ordered to convene on board the U. S. S. Culgoa at 10 a. m., August lb, 1909. 


Respectfully, 


Seaton Schroeder, 
Rear-Admiral , U. S. Navy , 
Commander in Chief, United States Atlantic Fleet. 


Pay Inspector Samuel McGowan, . 

United States Navy, Fleet Paymaster, United States Atlantic fleet. 


U. S. S. Connecticut (Flagship), 
Southern Brill Grounds, September 10, 1909. 

Sir: 1. Having been appointed a member of the general court-martial ordered to 
convene on board the U. S. S. Missouri at 10 a. m., Saturday, September 18,* 1909, 
you will report to Capt. S. P. Comly, U. S. Navy, the presiding officer of the court, 
at the time and place specified. 

2. This is in addition to your present duties. 

Respectfullv, * Seaton Schroeder, 

Rear-Admiral, U. S. Navy, 
Commander in Chief, United States Atlantic Fleet. 

Pay Inspector Samuel McGowan, 

United States Navy, U. S. S. Connecticut, Flagship. 


Navy Department, 
Washington, September 8, 1909. 


Sir: Upon the reporting of your relief on or about September 30, 1909, you will make 
the necessary transfers, including public funds in hand and on deposit, to your relief; 
will regard yourself detached from duty as fleet paymaster of the United States Atlantic 
Fleet; will proceed to your home, settle your accounts and await orders. 

Immediately upon your arrival home, report your local address in full and the date 
of your arrival to the Bureau of Navigation. See article 234, U. S. Navy Regulations, 
1909. 


Respectfully, 


Beekman Winthrop, 
Acting Secretary of the Navy. 


Pay Inspector Samuel McGowan, 

United States Navy, U. S. S. Connecticut. 


3. The first question of interest that came to me after the transfer 
from Pay Inspector Dent had been completed was in regard to the 
recovery of an anchor lost by the battle ship Minnesota in San Fran¬ 
cisco Bay. The Chief of Staff was, naturally, anxious to obtain the 
anchor before the fleet should sail; consequently I made repeated and 
earnest efforts to get the contractor to exert himself, but without any 
result whatever—the following contract being, in effect, scarcely more 
than an offer to one concern of a reward on delivery of the anchor, 
without any definite obligation on the part of the contractor to try to 
recover it, the Government being meanwhile not exactly in a position 
to secure the services of any other concern: 

This contract made and concluded this 11th day of June, 1908, by and between 
Whitelaw Wrecking Company, of San Francisco, in the State of California, party of 
the first part, and the United States by the fleet paymaster, United States Atlantic 
Fleet, party of the second part, witnesseth: That for and in consideration of the pay¬ 
ments hereinafter specified, that party of the first part hereby covenant and agree to 
and with the party of the second part, as follows, viz: 

That the said party of the first part will undertake to recover an anchor and about 
20 fathoms of chain from San Francisco Bay; said anchor and chain having been lost 
overboard from the U. S. S. Minnesota in said bay; and to deliver said anchor and 
chain to the U. S. S. Minnesota or other designated vessel or lighter in San Francisco 
Harbor. 

That the party of the second part hereby covenant and agree to pay to the party of 
the first part upon recovery and delivery of said anchor and chain the sum of $800. 




OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


9 


And it is further covenanted and agreed by both parties that any payment by the 
party of the second part under this contract is contingent upon delivery of said anchor 
and chain as above set forth; and that in case of nondelivery by the party of the first 
part, the party of the second part assumes no liability. 

4. The lesson learned from this experience was applied whenever 
practicable thereafter; the conditions of contracts being gradually 
tautened until the form shown in the following two agreements was 
finally arrived at and adopted: 

This contract of two parts, made and concluded this 5th day of January, 1909, by 
and between Jacob Risgalla, of Port Said, Egypt, party of the first part, and the 
United States, by the fleet paymaster, United States Atlantic Fleet, acting under 
direction of the Secretary of the Navy, party of the second part, witnesseth: That for 
and in consideration of the payments hereinafter specified, the party of the first part 
hereby covenants and agrees to and with the party of the second part as follows: 

That the said party of the first part will furnish at his own risk and expense to the 
various ships of the United States Atlantic Fleet at the port of Port Said, Egypt, not 
exceeding 2,000 pounds of best quality fresh onions and 2,000 pounds of best quality 
fresh cabbage (or such other vegetables as may be desired) to each vessel of the United 
States Atlantic Fleet; the cost thereof, delivered on board, to be for onions 1 penny 
per pound; for cabbage, etc., 2 pence per pound. The above to be subject to inspec¬ 
tion as to quality and quantity by the pay officer of the vessel concerned. The said 
party of the first part further covenants and agrees to pay any excess of cost incurred 
by the said party of the second part in securing the vegetables herein mentioned in 
open market in event of his not fulfilling this contract. 

That the said party of the second part hereby covenants and agrees that upon sat¬ 
isfactory delivery of the onions, cabbage, or other vegetables and upon the presentation 
of the customary bills, the pay officer of each vessel to which onions, cabbage, etc., 
have been delivered will pay to the said party of the first part, or to his order, the 
amount of the bill for the supplies delivered under this contract. 


This contract of two parts, made and concluded this lltli day of January, 1909, by 
and between Pucci Brothers, of Naples, Italy, party of the first part, and the United 
States, by the fleet paymaster, United States Atlantic Fleet, acting under the direc¬ 
tion of the Secretary of the Navy, party of the second part, witnesseth: That, for and 
in consideration of the payments hereinafter specified, the party of the first part 
hereby covenants and agrees to and with the party of the second part as follows: 

That the said party of the first part will, at his own risk and expense, furnish lighters 
for the removal of ashes, garbage, and other refuse from the United States battle ship 
Connecticut at Naples, Italy, at such times as may be directed by the party of the 
second part or by the commanding officer of the said vessel. 

That the said party of the second part hereby covenants and agrees that, upon com¬ 
pletion of the services in a manner satisfactory to the commanding officer hereinbefore 
referred to, and upon the presentation on board of the customary bills (marked, in 
duplicate, “certified correct and just; payment not heretofore received”) the pay 
officer of the said vessel shall pay to the said party of the first part, or to his order, at 
the rate.of 8 shillings for each load removed: Provided , however , That each such load 
shall consist of not less than 5 tons or so much thereof as may atone time be offered 
for removal: And provided , further , That, in the event of unsatisfactory service, the 
pay officer shall have the right, when so directed by the commanding officer, to secure 
the necessary services in open market and deduct the difference in cost, if any, from 
whatever may be due the said party of the first part for services rendered prior thereto. 

5. As a matter of fact, there was not a great deal of difficulty in 
enforcing contracts, except in the matter of ash lighters, concerning 
which there was quarreling all the time—the worst tangle occurring 
at Colombo, Ceylon, where the service was inadequate and unsatis¬ 
factory, and, consequently, entailed almost interminable correspond¬ 
ence before even an. approximately satisfactory settlement was 
reached. The unprecedently large number of ships present at one 
and the same time tended, of course, to cause confusion and poor 
service; and the somewhat different methods of handling the matter 



10 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


on board the different ships also contributed thereto. But the service 
of an ash lighter is about the first thing needed on arrival in most 
ports, and I am convinced that, small as is the money expenditure 
involved, the necessity for prompt and satisfactory service is suffi¬ 
ciently important to warrant the bureau in arranging in advance for 
such services in the same manner as coal is engaged, and with more 
definiteness than as is the case with water. 

6. Bringing some kind of order out of the canteen chaos existing 
m the fleet was one of the very hardest and most constant pieces of 
work I had to do; and I could not have accomplished anything worth 
mentioning had it not been that the commander in chief himself was 
deeply interested in the matter, and gave me carte blanche to adopt 
any restrictive methods within the bounds of reason to curtail the 
practices then in vogue. These practices—and the reason for their 
abolition—were in a measure the same as described in the following 
letter No. 45495, which I wrote and the Bureau of Supplies and 
Accounts sent to the Secretary of the Navy under date of March 30, 
1906: 

In its letter No. 86649, of March 15, 1906, the bureau stated its purpose “to bring 
to the department’s attention certain developments in connection with the commis¬ 
sary stores on board the Kentucky{ Minneapolis , and Dolphin, with a general recom¬ 
mendation with reference to the propriety of taking on board for sale in the commis¬ 
sary store any article for which payment has not been made.” 

Since that time there have been further developments in regard to the Kentucky 
commissary store, while complications have also arisen in connection with the stores 
on board the Lawton and the receiving ship Franklin. 

It will be recalled that, as pointed out in this bureau’s letter to the department 
already referred to, the Columbia case presented, among other things, the anomaly 
of procuring shoes from A. J. Cammeyer “on consignment,” in apparent conflict 
with section 3718, Revised Statutes. 

The real facts in the Kentucky case are just now beginning to become known—the 
most recently presented bill, for $645.03, having been sent to the bureau a few days 
ago by the Metropolitan Tobacco Company. This bill had been withheld by the 
company at the earnest solicitation of the commissary officer (since resigned) pending 
his court-martial. 

On the Minneapolis the recently relieved commissary officer had received various 
stores “on consignment” and purchased others on credit, leaving the establishment 
seriously embarrassed, if not really insolvent. This correspondence has been several 
times referred back and forth, and has just now been returned to the commanding 
officer of the ship for such further comment as he and the present commissary officer 
may care to make. 

The Dolphin case—about which comparatively no official information is obtainable— 
presents, perhaps, the most curious condition of all, as it would appear from the facts 
adduced that the officer in charge (since resigned) established the store entirely on a 
credit basis and made little or no attempt to reimburse the creditors in any one of a 
number of instances. Whether the stock was sold and the proceeds diverted, or 
whether the store was wrecked through lack of proper supervision it seems impos¬ 
sible to ascertain. But the bills keep coming in. 

The late commissary officer of the Lawton (since resigned) left a number of outstand¬ 
ing accounts; but, as is often the case with a credit system, he seems to have kept no 
reliable record thereof. Meanwhile his relief refuses to recognize bills now being 
pressed for payment; and the tradesmen—not unnaturally—look to the Government 
for their money. 

At Newport Training Station the Navy Department recently ordered the abolition 
of a practice according to which a certain local tradesman was allowed by the com¬ 
mandant to conduct the commissary store himself in consideration of 25 per cent of 
his net profits for the athletic fund. A short time after this order was received at the 
station, a notice was posted on the bulletin board to the effect that a commissary store 
was now to be established by subscription by the enlisted personnel, and that all 
those apprentices who did not wish to contribute 50 cents each would hand in their 
names. 

Numerous other examples might be cited to show what great confusion and demorali¬ 
zation exist in regard to this commissary store, which, from a small beginning about 


OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 11 


four years ago, has grown to such an extent that, during the recent past, it has become 
the worst and most dangerous feature of naval administration with which the bureau 
has to deal. The limit, however, appears to have been reached yesterday, when a 
United States Senator called in person to present a long-overdue account for $278.62 
against the commissary store of the receiving ship Franklin. 

\\ hile no complaints have reached the bureau as to any of the vessels hereinafter 
named, it is, nevertheless, noted that, according to recent reports of inspection, the 
following unpaid bills of the commissary store were carried under the head of “liabili¬ 
ties:” 


Maryland. $600.00 

Iowa..... 879.97 

Columbia. 1, 685. 89 

Alabama. 2,199. 35 

Pennsylvania. 4, 759. 45 


This, with a few of the itemized bills which have been received and examined, 
would seem to show that, instead of the commissary store merely taking over the former 
bumboat business and placing it under official control, there has grown up in a number 
of instances (what very nearly approaches to) an up-to-date department store in which 
the number and variety of different articles and of slightly different kinds of the 
same articles carried in stock is simply astounding. 

The bureau can not believe that the department ever intended to authorize or per¬ 
mit such a course; and it seriously questions whether the maintenance of the commis¬ 
sary store on such a scale and constantly in delpt (and much of the stock of which is 
received actually “on consignment”) is not in direct conflict with paragraph 13, 
article 8, of the Articles for the Government of the Navy. 

The present rules governing the store are contained in article 392, paragraphs 11, 
12, 13, 14, and 15, Navy Regulations (1905), and (in somewhat more detail) pages 11, 
12, 13, and 14, “General Mess Manual” (1904), and pages 63, 89, 156, 213, 262, 268, 
366, 561, 588 (old series), and page 44 (newseries) “Memoranda for the Information of 
Officers of the Pay Corps, Commanding Officers of Ships, and Commandants of Sta¬ 
tions.” 

These regulations are considered to be entirely too general; and experience has 
abundantly proved that they are not sufficiently explicit to obtain anything like 
satisfactory results. Hence, in order to correct the abuses hereinbefore described, 
and at the same time maintain the store in its proper proportions and confine it to its 
legitimate sphere, the bureau earnestly recommends that the following modifications 
of article 392, Navy Regulations, be made immediately effective: 

Paragraph 11. —Strike out “is willing to contribute” and substitute “has volun¬ 
tarily contributed.” 

Paragraph 12. —Strike out “mentioned in paragraph 4 of article 387” and substi¬ 
tute “consisting of the executive officer and two other officers. Such report shall 
be in triplicate; and after it has been verified and signed by the board and approved 
by the commanding officer, the first shall be kept by the commanding officer for his 
permanent files, the second returned to the commissary officer, and the third posted 
on the bulletin board forward. This report shall show in detail all balances brought 
forward, receipts, expenditures, and balances carried forward, as well as the amount 
of the unpaid original subscription. The auditing board shall examine all substan¬ 
tiating vouchers and shall take a careful inventory each month of the stock on hancj, 
transmitting one copy thereof to the commanding officer, with their report of audit, 
and one copy to the commissary officer for his files. 

Paragraph 13. —Strike out “members of the general mess” and substitute “enlisted 
men then on board.” 

Paragraph 16. —Add: “No purchase shall in any case be made except by order of 
the commissary officer, and no article shall be received on board unless payment 
therefor shall be made on or prior to delivery. No accounts shall be opened; nor 
shall any article be procured on credit or accepted on consignment.” 

Paragraph 17. —Add: “All sales shall be for cash, and no substitute therefor shall 
in any case be allowed.” 

Paragraph 18. —Add: “No kind of bread, meat, or vegetable, or any article the 
like of which is comprised in the navy ration or carried under clothing and small stores, 
shall be sold in or through the commissary store.” 

Paragraph 19. —Add: “All payments for articles purchased for the commissary 
store shall, when practicable, be made by check, and, in every case where such pay¬ 
ments are made in cash, the commissary officer shall personally certify on the receipt 
that he himself made the payment, and shall state the reason for not using a check.” 

In the event that the department sees fit to authorize the foregoing changes or any 
modifications along similar lines, it is further recommended that a circular letter be 







12 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


issued, instructing commanding officers throughout the service to take prompt steps 
to bring into conformity with these rules all commissary stores already in operation; 
that, where there are any unpaid bills, no further stock of any kind shall, after the 
receipt of the letter and order, be purchased until all such accounts have been settled 
in full; and, if settlement in full be not effected at the end of three tnonths thereafter, 
the store shall be closed and the full facts and history of the case shall be at once 
reported in detail to the Secretary of the Navy for such action as he may deem proper. 

The bureau fully realizes the drastic nature of the foregoing recommendations; 
but feels convinced that immediate and most positive restrictive action is neces¬ 
sary in order to save the commissary store from a condition—toward which it is now 
rapidly drifting—that is sure to provoke serious and farreaching scandal. 

7. The story of how the semi-official canteen was reorganized out of 
existence and eventually gave place to the official ship’s store is, I 
think, best told by the following correspondence and orders: 


[Wireless telegram.] 

U. S. S. Connecticut, 

July 29, 1908. 

To fleet : Referring to paragraph 4, article 387, Navy Regulations, as amended by 
C. N. R. No. 6, the board of audit for ship’s store will, on August 1, take an inventory 
of stores, audit accounts, and submit a report in duplicate showing condition in detail, 
whether satisfactory or not. One copy to be forwarded to commander in chief on 
arrival at Auckland. 

Sperry. 


United States Atlantic Fleet canteen reports, July 31, 1908. 


Ship. 


Connecticut.. 

Kansas. 

Minnesota... 

Vermont_ 

Georgia. 

Nebraska.... 
New Jersey.. 
Rhode Island 

Louisiana_ 

Virginia. 

Missouri. 

Ohio...’.. 

Wisconsin... 

Illinois. 

Kearsarge 

Kentucky 

Total... 


Value of 
stock. 

Funds in 
hand. 

Bills re¬ 
ceivable. 

Total assets. 

Bills pay¬ 
able. 

$7,926.11 

$913. 00 


$8,339.11 

$5,275. 74 

17,387. 35 

1,070. 44 


18,457. 79 

12,9H. 14 

13,294. 60 

3,591. 98 
3,420. 65 

$169.14 

17,055. 72 

10,181.86 
10,296. 85 

14,334. 32 

34.00 

18,288. 97 

7,842. 74 

1,571.21 
2,426. 64 


9 413.95 

5,302. 70 
6,183. 10 

6,028. 02 


8,454. 66 

7,322. 07 

2,128. 47 


9,450.54 

3,137. 71 

5,034. 40 

2,311.95 


7,346. 35 

6,104.18 

7,175. 09 
5,494. 21 
4,307. 76 
6,877. 99 

1,519.32 
2,550. 35 
2,104. 83 


8,694. 41 
8,144. 56 
6, 452. 59 

6,582. 73 
3,760. 62 

40.00 

2, 627. 29 

1£4. 06 


7,062. 05 

1,919.91 

5,925. 01 

478. 50 


6,403. 51 

6,247. 42 

12,570.15 

1,330. 09 

15. 25 

13,915. 49 

7,208. 00 

10,586. 56 

1,393.88 


11,980. 44 

5,437. 32 

6,822. 05 

636. 97 


7,459. 02 

3,155. 00 

139,428. 43 

27,732. 34 

258. 39 

167,419.16 

96,334. 57 


Ship. 


Connecticut.. 

Kansas. 

Minnesota... 
Vermont.... 

Georgia. 

Nebraska_ 

New Jersey.. 

Rhode Island 

Louisiana_ 

Virginia. 

Missouri. 

Ohio. 

Wisconsin... 

Illinois.. 

Kearsarge.... 
Kentucky 


Net 

worth. 


July 

sales. 


Profit, Stock value 
per cent. based on— 


General condition 
stated to be. 


$3,563. 37 
5,543.65 
6,873. 86 
7,972.12 
4,111.25 
2,271.56 
6,312. 83 


$1,195.60 
2,243. 94 
3,508. 28 
2,267. 00 
401.96 
2,615.19 
2,182.68 


20 


20 


Selling price... 
Not stated.... 

_do. 

Selling price... 

Cost. 

_do. 

_do. 


1,242.17 
2,111.68 
4,383.94 
3,825. 30 
5,142.14 
156. 09 
6,707. 49 
6,543.12 
4,304.02 


1,826.60 
1,057. 00 
2,421.75 
1,842. 50 
1,435.13 




Not stated.... 

Cost. 

_do. 

Not stated.... 
_do. 


L 

1 , 


845.98 
192. 45 


Cost. 

Not stated.... 

_do. 

_do. 


No expression. 
Very satisfactory. 
Do. 

Satisfactory. 

Do. 

Very satisfactory. 
Generally satisfac¬ 
tory. 

Satisfactory. 

Excellent. 

Satisfactory. 

Very satisfactory. 
No expression. 
Very good. 
Satisfactory 
Very satisfactory. 


71,084.02 


26,086.06 


Total 








































































































OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


13 


MEMORANDUM FOR THE FLAG SECRETARY. 


I am handing you herewith a tabulated recapitulation designed to show in the 
principal items the condition of the canteens of the 16 battle ships of the fleet as 
reported by the several boards of audit in compliance with the commander in chief’s 
wireless order of July 29, 1908. 

The statement is intended to be comparative throughout, but the comparison is not 
sustained or entirely dependable because, for example, some of the reports show 
stock on hand reckoned at cost price and others at selling price; whereas a number 
fail to state which. Again, it is obvious that the particular month reported on is 
scarcely a fair sample in several cases—the Minnesota, for instance, showing abnor¬ 
mally large sales and the Georgia abnormally small. 

The form most used (S. & A. No. 239) for these reports is somewhat out of date, 
and does not wholly subserve the purpose in view, i. e., to give anyone outside of 
the ship (and thus away from the books and vouchers themselves) complete informa¬ 
tion in regard to the internal details of canteen administration. For this reason, 
most probably, the reports in many cases have been specially typewritten; and in 
nearly every instance something of interest has been omitted. 

In view of the fact, however, that no such reports have ever to my knowledge been 
heretofore required and that the notice this time was so short, it seems surprising 
that the information was as generally complete as it was. I shall, if you so desire, 
invite your attention to the noticeable features of each individual report as they strike 
me; but, before doing so, I want to point out qualities which most of the canteens 
display in common: Great indebtedness, large stock, considerable money on hand, 
excess of debts over net worth, large percentage of profit (when stated). 

The following table is aimed to show how long it would require each canteen to get 
out of debt according to the July figures: 

Month. 


Connecticut. 

Kansas. 

Minnesota... 

Vermont. 

Georgia. 

Nebraska.... 
New Jersey.. 
Rhode Island 
Louisiana. .. 

Virginia. 

Missouri. 

Ohio. 

Wisconsin.... 

Illinois. 

Kearsage. 

Kentucky... 


3. 6 

5.3 
1 . 8 
3 

9.3 

1.4 
.5 

2 

4. 7 
.4 
.3 

1.2 

(a) 

3.2 

3.3 
(a) 


This table is arrived at by subtracting the money on hand July 31 from the total in¬ 
debtedness and dividing the remainder by the amount of the July cash sales. It is 
not reliable throughout for the same reasons that the recapitulation of July reports is 
not reliable; but it shows that the stock carried bears, in most cases, something like 
a reasonable proportion to the monthly sales—provided, of course, the canteen be 
conducted on credit. What I mean is that the comparative figures with reference to 
any one canteen in most cases make a better showing than would be supposed from a 
glance at the “bills payable” column alone. Against the fact that a total of $96,- 
334.57 was owed to various dealers by the combined canteens July 31, is the further 
(and somewhat complicating) fact that a considerable quantity of semi-perishable stock 
is at present carried on board the supply ships, having been purchased by the Bureau 
of Supplies and Accounts for (and by request of) individual canteens. 

The whole situation is far from satisfactory; but, with careful handling, present 
conditions may, I think, be immediately improved and eventually remedied without 
doing violence to the canteen or so much thereof as may be deemed essential. 

It will be just eleven days before the end of August, however, when the fleet arrives 
in Sydney; and I believe that the issue of such fleet regulations as may be in prospect 
had best be deferred until an absolutely exhaustive report can be obtained August 31 
.—a, report (made on a simple form which I can easily draw up) which will show all the 
information given last time and in addition all that was omitted. With this report in 


a July sales not stated. 




















14 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


» 

hand, it will be practicable to make a perfectly accurate tabulated statement showing 
in detail the condition of each canteen; and on such information—especially in com¬ 
parison with the July reports—the framing of necessary restrictive regulations would 
seem to be almost automatic. 

In the meantime I believe all funds in hand and amounts realized from sales ought 
to be applied as far as possible to liquidating the debts already incurred—in other 
words that something of a “reef” should be taken in our canteen programme right 
now. With that object in view and to the end that each creditor’s property (whether 
in goods or cash) be kept intact and faithfully accounted for, I would suggest that, on 
arrival in Sydney, a circular letter be sent to all commanding officers substantially as 
follows: 

“A special form for monthly report (in duplicate) of the canteen will be sent you in 
time for use by the board of audit, August 31, 1908. 

“ It is particularly desired that all the blank space be filled in and that one of the 
duplicates, accompanied by a copy of inventory taken August 31 by the officer in 
charge, be forwarded to the commander in chief September 1. 

“ Meanwhile, and until further orders, the officer in charge of the canteen will be 
directed to discontinue making any purchases or sales except for cash; to apply all 
funds in hand (and received up to and including August 30) to payment of outstanding 
liabilities—except that the amount of known profits accruing from the sales may be 
reserved or expended for the cash purchase of new stock if absolutely necessary; to 
be especially careful that payments to creditors as above outlined be equitably appor¬ 
tioned in the same ratio as the articles obtained from such creditors have been dis¬ 
posed of—the amount of each such (monthly) payment to at least equal the cost of 
the sold stock which such creditor furnished.” 

I believe this will effectually “ stop the gap ’ ’ until you can obtain all the information 
required for drawing up regulations of a more permanent and specifically restrictive 
character. 

S. McGowan, 

Pay Inspector U. S. Navy Fleet Paymaster. 

U. S. S. Connecticut (Flagship), 

At Sea, en route to Sydney New South Wales, 

August 18, 1908. 


U. S. S. Connecticut (Flagship), 

At sea en route to Sydney, New South Wales, 

August 19, 1908. 

Sir: Reports of the boards of inventory show that, while certain of the canteens are 
in sound condition, their total indebtedness is over $90,000, and immediate measures 
are necessary for their regulation. 

A special form for the monthly report, in duplicate, of the canteen will be sent you 
in time for use by the board of audit August 31, 1908, when another inventory will be 
taken and report made. 

It is directed that the form be completely filled in and that one of the duplicates, 
accompanied by a copy of the inventory taken August 31, by the officer in charge, be 
forwarded to the commander in chief September 1; and you are enjoined to personally 
assure yourself that this order is strictly complied with. 

Meanwhile, and until further orders, you will direct the officer in charge of the can¬ 
teen to discontinue making any purchases or sales except for cash; to apply all funds 
in hand, and all received up to and including August 30, to the payment of outstanding 
liabilities, except that the amount of known profits accruing from the sales made during 
the month of August may be reserved or expended for the cash purchase of new stock 
if absolutely necessary; to be especially careful that payments to creditors be equitably 
apportioned in the same ratios as the stock purchased from such creditors has been dis¬ 
posed of and that the amount of each subsequent monthly payment to each creditor 
be at least equal to the cost of the sold stock which such creditor furnished. 

Respectfully, 


C. S. Sperry, 
Rear-Admiral TJ. S. Navy, 

__ Commander in Chief, United States Atlantic Fleet. 

The Commanding Officer. 





OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


15 


MEMORANDUM FOR THE FLAG SECRETARY. 

In submitting herewith an analysis of the canteen reports of the sixteen battle ships 
for the month of August, 1908, I wish to say that not only has the new form of report 
elicited all the information needed; but its effect, together with that of the commander 
in chief’s letter No. 1899, of August 19, 1908, has been like magic, the total amount of 
debts decreasing from $96,334.59 to $49,200.42—a net improvement of $47,134.15 in 
twelve days. Two canteens are already clear of debt, two more have funds on hand, 
over and above the amount of their indebtedness; and the rest are rapidly falling into 
line—the average estimated time to get out of debt being less than two months. 

In my memorandum accompanying July recapitulation I called attention to the 
“great indebtedness, large stock, considerable money on hand, excess of debts over 
net worth, large percentage of profits (when stated) ” as obtaining in nearly all battle¬ 
ship canteens. I would add now that the profits charged (ranging from 14 per cent 
on the Kentucky to 32 per cent an the Ohio) are in every case excessive, whereas not one 
of the canteens in the fleet has up to this time been run in accordance with article 392, 
paragraphs 11 and 13, Navy Regulations, which authorizes the establishment of a 
canteen “when the crew desires such action and is willing to contribute the funds 
necessary to make the first purchase of stores,” and requires that “the amounts con¬ 
tributed by individual members of the crew shall be repaid from the first available 
profits, after which the profits shall be used * * * in such manner as the com¬ 
manding officer deems most conducive to the welfare of the enlisted men.” 

As outside credit is thus tabooed as a means with which to start a canteen, it is— 
by necessary inference—equally tabooed for the subsequent purpose of enlarging a 
modest little establishment (created to meet an actual and existing demand) into 
an up-to-date department store, overstocked, top-heavy and correspondingly unsafe, 
as viewed from the standpoint of economic and orderly administration. 

Hence, I repeat, by dragging along a lot of debts they have all been running “out¬ 
law,” so to speak, and it is but natural that there should be (as there undoubtedly 
has been) considerable talk when the regulations are expounded and explained, 
practically in words of one syllable, as was done in letter No. 1899 of August 19, 1908. 

Before making any definite suggestions as to restrictive regulations needed under 
existing circumstances, I shall endeavor to point out in detail the most noticeable 
features shown by the several individual reports for the month of August * * *. 

The foregoing observations indicate pretty clearly, I think, just what is needed 
in the way of restrictive regulations; but the problem of what had best be done with 
the $28,047.83 worth of government-bought cakes, candies, and tobacco carried on 
the supply ships is not so simple. In fact, it reminds me very much of the fable of 
the canibals and the missionaries. The stock ($19,361.03 worth of it highly perish¬ 
able) is there to be sold for cash to certain canteens that have not the requisite amount 
of cash with which to pay for it, and meanwhile the guarantee period is ebbing away 
and hot weather looms up as a very real element inside of three weeks. If this stock 
is not drawn, it may deteriorate; and the Bureau of Supplies and Accounts has 
directed that it be distributed as per advance orders by the time of arrival in Manila. 
The rich canteens would gladly take it, but the poor and debt-ridden ones have a 
reservation lien on it, so that any general reallotment would, under the circum¬ 
stances, cause a great deal of well-founded complaint. The only thing to do, there¬ 
fore, is (in my opinion) to let the different canteens draw the stock as per reservation, 
regarding payment at the end of the month as cash, and pass the word along that 
those canteens w T hich can spare anything will sell to those that need it and can pay 
cash for it. 

In view of all the foregoing, and especially bearing in mind the fact that “a little 
credit is a dangerous thing,” I believe that we can all go into New York clear of 
debt, out of reach of possible scandal, and running on a sane, safe, and satisfactory 
basis if a letter, in substance as follows, be sent out to the fleet on arrival at Albany: 

“The commander in chief is gratified at the improvement made by the canteens of 
the fleet as shown by the report for August, the total amount of indebtedness being 
reduced in twelve days from $96,334.57 to $49,200.42; two canteens being now entirely 
free of debt, two others having funds in hand in excess of all liabilities, and the 
remainder showing a commendable tendency in the same direction. 

“A number of canteens in the fleet, however, are considerably overstocked, whereas 
the prices in every one of them include too wide a margin of profit. The injunctions 
contained in letter No. 1899 of August 19, 1908, are therefore superseded by ampli¬ 
fication as hereinafter set forth. 

“All funds on hand and amounts derived from sales will, in compliance with article 
392, paragraph 13, Navy Regulations, be hereafter applied to the payment of out- 


16 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


standing liabilities, if any there be, except that the amount of known profits may 
be expended as they accrue for the cash purchase of such new stock as is absolutely 
necessary; payments to creditors being equitably apportioned in the same ratio as 
the stock purchased from such creditors has been used, and the amount of each 
monthly payment to each creditor being at least equal to the cost of the sold stock 
which such creditor furnished. In this way the debts of the canteen will be paid as 
expeditiously as possible, “after which the profits shall be used for the purchase of 
additional stores or in such manner as the commanding officer deems most conducive 
to the welfare of the enlisted men,” care being exercised that the canteen be not 
called upon to bear any expense properly chargeable to a government appropriation 
or against any individual’s accounts, and no payment will be made out of canteen 
funds except by written order of the commanding officer for any purpose other than 
the purchase of stock for sale. 

“Except when the amount is inconsiderable or the emergency great, all purchases 
will be made after receiving bids and obtaining competition as nearly as practicable 
in compliance with the methods of strictly official purchase prescribed by article 
1321, paragraphs 3, 4, and 6, Navy Regulations. All articles purchased will be paid 
for at the time of delivery, no goods being received “on consignment” or on credit 
in any other form. There is at present so much unnecessary stock in the canteens 
of certain battle ships and held for them on board the supply ships that it is highly 
desirable that canteen officers should, before making purchases from shore, ascertain 
by personal inquiry whether their needs can not be supplied from such stock. Sub¬ 
ject to the foregoing suggestion, the stock on board the supply ships will be drawn 
as needed by canteens for which reserved, payment at end of current month being 
regarded in this case as cash—except that ships will not draw more than they can 
reasonably expect to use during that time. Tobaccos, being nonperishable, will not 
be drawn in compliance with the foregoing plan simply because they have been 
ordered by and reserved for a certain ship—provided, of course, that similar stock 
is already on hand; and provided further, that some other canteen can pay cash for 
such stock. 

“The stock to be maintained in the canteen will be limited to an amount the net 
cost of which does not exceed half of the total sales for the preceding six months. 

“Sales will be invariably for cash or for payment at the end of the current month. 

“As soon as any canteen is out of debt the margin of profit used in fixing the selling 
price will not exceed 10 per cent on any article except when necessary to avoid 
fractions of a cent, no percentage being charged on pay department stores. If, 
when out of debt, the net stock at cost is worth more than the amount of three months’ 
sales as above provided, prices will be reduced so that sales will be made at cost 
until said limit is attained. 

“Monthly reports, made out in compliance with article 387, paragraph 4, Navy 
Regulations, as was done at the end of August, will be forwarded to the commander 
in chief not later than five days after the expiration of the period to which they relate. ” 

S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 

U. S. S. Connecticut (Flagship), 

At sea, en route to Albany, Australia, September 10, 1908. 


MEMORANDUM FOR THE FLAG SECRETARY. 

In submitting the accompanying tabulated recapitulation of the August canteen 
reports of the Culgoa, Glacier, and Panther, I would like to say that, except in so far 
as the Panther is concerned, the opinions expressed and the recommendation embod¬ 
ied in my (battle ship) memorandum of September 10 apply with equal force to the 
auxiliaries. 

In fact, it is not exaggerating to say that the showing made by the Culgoa and the 
Glacier is simply astounding, the former having $1,396.41 debts against a net worth 
of but $50.51, the latter $5,131.43, against $681.54. The Glacier is inordinately over¬ 
stocked, worse even than the Kansas, whereas the Culgoa 1 s 38 per cent profits have 
been applied to such purposes as— 


Loss of crew mess gear. $5. 65 

Mosquito net, sick bay. 3. 50 

Reimburse bumboat men for articles stolen. 5.11 

Ship’s pet and expenses. 13. 52 







OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 17 


. If these are fair samples of expenditures, it is easy to understand why the net surplus 
is practically nothing. 

The Panther canteen, modest, perhaps, to the point of overprudence, sets, never¬ 
theless, an example which might well be emulated; and, in company with a few of 
its more pretentious sister concerns in the battle-ship divisions, demonstrates the 
fact that a canteen can be conducted without recourse to credit. 

In describing conditions on the Culgoa and Glacier, I do not intend to inveigh 
against present practices except in so far as must needs be done in order to point out 
arid characterize cold facts which convince me more than ever that the promulga¬ 
tion of a mildly but firmly restrictive order as comprehensive as possible is an urgent 
and immediate necessity. 

S. McGowan, 

Pay Inspector , U. S. Navy, Fleet Paymaster. 

U. S. S. Connecticut, 

Albany, Western Australia, September 12, 1908. 


U. S. S. Connecticut (Flagship), 

Albany, Western Australia, September 14, 1908. 

Sir: The commander in chief is gratified at the improvement made by the canteens 
of the fleet, as shown by the report for August, the total amount of indebtedness 
being reduced in twelve days from $96,334.57 to $49,200.42, two canteens being now 
entirely free of debt, two others having funds in hand in excess of all liabilities, and 
the remainder showing a commendable tendency in the same direction. 

A number of the canteens in the fleet, however, are considerably overstocked, 
whereas the prices in every one of them include too wide a margin of profit. The 
injunctions contained in letter No. 1899 of August 19, 1908, are, therefore, superseded 
by amplification, as hereinafter set forth. 

All funds on hand and amounts derived from sales will, in compliance with article 
392, paragraph 13, Navy Regulations, be hereafter applied to the payment of out¬ 
standing liabilities, if any there be, except that the amount of known profits may 
be expended as they accrue for the cash purchase of such new stock as is absolutely 
necessary, payments to creditors being equitably apportioned in the same ratio as 
the stock purchased from such creditors has been used and the amount of each monthly 
payment to each creditor being at least equal to the cost of the sold stock which such 
creditor furnished. In this way the debts of the canteen will be paid off as expedi¬ 
tiously as possible, “after which the profits shall be used for the purchase of addi¬ 
tional stores or in such manner as the commanding officer deems most conducive 
to the welfare of the enlisted men,” care being exercised that the canteen shall not 
be called upon to bear any expense properly chargeable to a government appropria¬ 
tion or against any individual’s pay accounts, and no payment will be made out of 
canteen funds except by -written order of the commanding officer for any purpose 
other than the purchase of stock for sale. 

Except when the amount is inconsiderable or the emergency great, all purchases 
will be made after receiving bids and obtaining competition as nearly as practicable 
in compliance with the methods of strictly official purchase prescribed by article 
1321, paragraphs 3, 4, and 6, Navy Regulations. All articles purchased will be paid 
for at the time of delivery, no goods being received “on consignment” or on credit 
in any other form. There is at present so much surplus stock in the canteens of 
certain battle ships and held for them on board the supply ships that it is highly 
desirable that canteen officers should, before making purchase from shore, ascertain 
by personal inquiry whether their needs can not be supplied from such stock. Sub¬ 
ject to the foregoing, the stock on board the supply ships will be drawn as needed 
by canteens for which reserved, payment at end of current month being regarded 
in this case as cash, except that ships will not draw more than they can reasonably 
expect to use during that time. Tobaccos, being nonperishable, will not be drawn 
in compliance with the foregoing plan simply because they have been ordered by 
and reserved for a certain ship, provided, of course, that similar stock is already on 
hand; and provided further, that some other canteen can pay cash for such stock. 

The stock to be maintained in the canteen will be limited to an amount the net 
cost of which does not exceed half of the total sales for the preceding six months. 

Sales will be invariably for cash or for payment at the end of the current month. 

As soon as any canteen is out of debt, the margin of profit used in fixing the selling 
price will not exceed 10 per cent on any article except when necessary to avoid frac- 

49710°—S. Doc. 646, 61-2-2 




18 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


tions of a cent, no percentage being charged on pay department stores. If, when 
out of debt, the net stock at cost is worth more than the amount of three months 
sales, as above provided, prices will be reduced, so that sales will be made at cost 
until said limit is attained. 

Monthly reports, made out in compliance with article 387, paragraph 4, Navy 
Regulations, as was done at the end of August, will be forwarded to the commander 
in chief not later than five days after the expiration of the period to which they relate. 


Respectfully, 


G. S. Sperry, 


Rear-Admiral, U. S. Navy, Commander in Chief, United States Atlantic Fleet. 


The Commanding Officer. 


Office of the Commander in Chief, 

United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 

At sea, en route from Manila to Colombo, Ceylon, December 5, 1908. 


Sir: The commander in chief desires to submit for the department’s information 
the following data relative to the management and condition of the canteen or ship’s 
stores of the fleet: 

In July last it came to the knowledge of the commander in chief that some of the 
canteens were considerably in debt, and with a view to determining their condition 
an order was issued calling for an inventory and a complete statement of their accounts 
by boards of audit. It was fouifd that most of them were greatly in debt, carried too 
heavy a stock, had an excess of debts over net worth, and charged too large a percent¬ 
age of profit. The appended table marked “A” gives a summary of their condition 
at this time, July 31. 

With a view to liquidating all canteen indebtedness as soon as practicable, reducing 
stock to a fair working basis, and, in general, to systematize the methods of conducting 
canteen business, the commander in chief issued an order (letter No. 1899, August 19, 
1908, copy attached hereto) regulating purchases of new stock and payment of debts. 

Reports submitted monthly thereafter showed from the first a marked improvement, 
and at the end of October, or after only three months, the total indebtedness had been 
reduced from over $96,000 to about $25,000, and of the 16 canteens which were in 
debt July 31 but 5 owed money at the end of October in excess of funds in hand. 
Those canteens which were in debt on October 31, $25,000, had cash assets of over 
$11,000, leaving a net indebtedness of but $14,000. 

While the indebtedness of over $70,000 was being paid off in three months, sales 
increased somewhat and prices were being gradually reduced, and it is expected that 
very soon 10 per cent will be the maximum profit. 

From the October reports it appears that all but one of the canteens will be out of 
debt by January 1 and the last one about the time the fleet reaches the Atlantic coast. 

As experience has proved that the plan prescribed by present regulations for start¬ 
ing the canteen of a newly commissioned ship—by subscriptions from the crew—is 
impracticable and in most cases results in credit purchases from outside dealers, it 
would seem advisable in future to devise some means of officially advancing a sum 
of money sufficient to purchase for cash the necessary amounts of original stock, unless, 
of course, the department contemplates inaugurating the official canteen authorized 
by the last naval appropriation act. 

In any event, it is deemed highly expedient that such steps as are considered 
most appropriate may be taken to definitely discontinue throughout the service the 
practice of purchasing canteen supplies on any other than a strictly cash basis. 

Very respectfully, 


The Secretary of the Navy, 

Bureau of Navigation. 


C. S. Sperry, 

U. aS'. Navy, Commander in Chief. 



OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 
Recapitulation of canteen reports for May, 1909. 


19 


Ship. 

Cash on 
hand. 

Stock (by 
inventory) 
at selling 
price. 

Value of 
canteen. 

Percent¬ 
age of 
profit. 

Average 
monthly 
sales for 
last six 
months. 

Connecticut. 

$892.58 

$1,266. 40 

$2,158. 98 

8 

$917. 00 

Vermont. 

2,915. 40 

2,915. 40 

6,642.89 

9 

969. 84 

Kansas. 

943. 48 

4,187. 75 

5,131.23 

11 

1,315. 41 

Minnesota. 

2,628.19 

3,257. 67 

5,885.86 

9 

l'293. 68 

Georgia. 

1,975. 74 

2,640.11 

4,615. 85 

12 

1, 571. 94 

Nebraska. 

1,167. 08 

2,574. 66 

3,741.74 

6 

1,633.24 

New Jersey «. 

4,336. 23 

2,386.25 

6,722. 48 

5 

' 729. 21 

Rhode Island. 

719.53 

1,418.56 

2,138. 09 

10 

296. 99 

Louisiana. 

1,316.65 

2,707.38 

4,024. 03 

7 

1,100. 00 

\ irginia. 

1,033. 69 

3,306. 54 

4,340. 23 

10 

962. 97 

Missouri. 

1,302.52 

2,941.52 

4,244. 04 

13 

1,016. 00 

Ohio. 

3,296. 81 

2,393.69 

5,690.50 

11 

825. 00 

Wisconsin.. 

108. 30 

1,392.92 

1,501.22 

8 

940. 00 

New Hampshire be . 

382. 73 

945.35 

1,152. 07 

31 







Total. 

23,831. 02 

34 334 20 

57 989 21 


13 591 98 

Average. 

1,702.22 

2,452. 44 

4,142. 09 


970. 81 



Culgoad. 

51.78 

222. 29 

287. 76 

10 

116. 00 

Panther. 

107. 35 

232. 60 

339. 95 

12 

138. 25 

Yankton. 

214.15 

304. 06 

518.21 

9 

115. 00 


«New Jersey report shows average monthly sales for but two months, the canteen having changed 
hands recently. 

6 New Hampshire report shows $176. 01 bills payable. This amount is subtrac ted in the above tabulation 
so as to show the actual net value of canteen, 
c No report received from Idaho or Mississippi. 

dCulgoa report shows $1,359 bills receivable. This amount has been added in for the same reason. 

S. McGowan, 

Pay Inspector, U.S. Navy, Fleet Paymaster. 

United States Atlantic Fleet, 

U. S. S. Connecticut, Flagship , Navy- Yard, New York, June 16,1909. 


General Order 1 Navy Department, 

No. 25. / Washington, May 7, 1909. 

1. In accordance with the act approved May 13, 1908, the following articles may, 
on and after July 1, 1909, be purchased under the appropriation “Provisions, Navy,” 
for sale in the ship’s store: Biscuits and sweetmeats, belts, buckets, buttons, brushes, 
cutlery, cold cream, chewing gum, candy and nuts, cleaning gear, dentifrices, garters, 
games, locks, mending necessaries, purses, postage stamps, razor strops, stationery, 
souvernirs, suspenders, tobacco and smoking supplies, toilet articles, uniform ac¬ 
cessories for officers, crew, and marines, vaseline. 

2. In addition to the foregoing list, any articles at present carried under “provisions ” 
as ration (or combined ration) articles or under “Clothing and small stores” may be 
transferred to the ship’s store for sale; but, while its stock will be subject to transfer 
as ship’s store stock on requisition and invoice between pay officers, no item thereof 
shall be transferred to “Clothing and small stores” to become subject to requisition 
for issue. 

3. On every vessel having a ship’s store already in operation when this order is re¬ 
ceived, a board of three commissioned officers (including the pay officer) appointed 
by the commanding officer shall, beginning in time to finish by June 30, 1909, make 
a careful inventory of stock in such store (the store being meanwhile closed), and 
shall report in writing the quantities and values (not to exceed cost) of all readily 
salable articles, and on a separate list the quantities and probable selling values of all 
other stock. Such of the ready salable stock as falls within the list given in paragraph 
1 and not more than 25 per cent in excess of the limit prescribed in paragraph 4 shall 
be taken over by the official store and paid for by the pay officer on public bill June 
30, 1909, under “Provisions, Navy, 1909.” All other stock shall be disposed of as 
soon as possible, by auction if necessary; and property not stock, but included in 
the assets of the ship’s store, shall be treated as provided by article 1188, Navy Regula¬ 
tions. The total cash received from closing out the ship’s store, including any balance 
on hand June 30, shall, after the immediate liquidation of all debts of the store, be 
kept by the pay officer for disbursement on written order of the commanding officer 















































20 


OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


in such manner as he deems most conducive to the welfare of the enlisted men. FVo- 
vided, That not more than 50 cents per capita of complement or in any case, 15 per 
cent of the total funds remaining after payment of debts shall be thus expended in 

any one quarter. . t , 

4. Requisitions for the purchase of ship’s-store stock shall be limited to articles 

comprised in the foregoing list for which there is an actual demand and quantities 
which may reasonably be expected to be promptly disposed of. Such requisitions 
shall follow the course prescribed by the paymaster general. Unless by express 
authority of the Secretary of the Navy for exceptional circumstances, the value of 
the stock at selling price shall not exceed in any case per capita of complement $8 
for vessels with complements of 250 or less, $7 for 251 to 500, $6 for 501 to 750, or $5 

for over 750. _ , , „ . 

5. All losses of ship’s-stores stock shall be accounted for by survey. Excessive loss 

due to deterioration or to dead stock resulting from oversupply, either m quantity or 
assortment, shall be carefully guarded against. . 

6. All sales in the store shall be for cash; the money thus obtained to be taken up on 
the pay officer’s official cash book each day. There shall be included in the selling 
price of articles purchased for the store a sufficient addition to cost to protect the Gov¬ 
ernment from loss; but no advance shall be made over the fixed prices of clothing and 
sma ll g fores 

7. A balance sheet (on the prescribed form), accompanied by certified inventory 
of stock and other supporting vouchers, shall be forwarded as required to the Bureau 
of Supplies and Accounts. 

8. A separate account shall be kept of the fund derived through closing out the 
ship’s store, a statement showing balance brought forward, amount expended, and 
balance carried forward being transmitted to the Bureau of Supplies and Accounts 
at the end of each quarter. 

Beekman Winthrop, 

Acting Secretary of the Navy. 

8. The question of subsistence for so large a number of men and 
under such untried conditions was, of course, first if not indeed great¬ 
est in importance of all the problems presented and lessons learned 
by the cruise of the fleet around the world. As the voluminous 
records already on file in the bureau abundantly attest, it was not so 
much a matter of obtaining the necessary provisions but of properly 
caring for them and efficiently distributing them after they were 
obtained in bulk. In this connection attention is particularly 
invited to the report No. 243 of January 18, 1909, made by the pay 
officer of the supply ship Culgoa, and to the following extracts from 
my third indorsement No. 811 of February 18, 1909, thereon: 

It is, of course, to dealers of such known reliability as Castle Brothers-Wolfe & 
Sons that the bureau must turn when in need of supplies in a far-distant market like 
Australia where the standing and facilities of local establishments are not readily 
ascertainable. Thomas Playfair of Sydney and W. Angliss & Co. of Melbourne 
seemed anxious to deal direct with the navy, and they both impressed me as being 
unusually dependable; though to just what extent they would be willing to exert 
themselves to obtain orders except such as are placed locally I am unable to say. 

It was most gratifying that the yard forces at Cavite were able to handle for the 
Atlantic Fleet the immense quantities of stores of such various kinds in a manner so 
thoroughly satisfactory—particularly under weather conditions and other circum¬ 
stances which were anything but conducive to expedition. 

As stated in paragraph 15, the carrying of canteen stores on supply ships has devel¬ 
oped the fact that, when such ample facilities are afforded, much larger orders are liable 
to be put in than are really necessary, the result being that there is indeed “agreat 
deal of trouble in getting ships to take the quantities they requested.” This, how¬ 
ever, has in the case under discussion been attributable at least in part to an order 
issued by the commander in chief (No. 2306 of September 14, 1908), interdicting fur¬ 
ther purchases on credit and prescribing pro-rata payments on account at the end of 
each month. It is believed that, with the methods now in operation in the Atlantic 
Fleet, there need be no solicitude as to whether supplies for the canteen are to be 
independently shipped out by dealers or purchased en route; because freedom from 
debt makes the canteen practically independent. In other words, stock can now be 
obtained in any manner considered most advantageous to supply existing and vary- 


OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


21 


ing demands; though I think the advent of the official store, as authorized by the cur¬ 
rent naval appropriation act, in addition to serving many other useful purposes, will 
cause the canteen to cut a far less conspicuous (though no less necessary) figure than 
now in naval administration afloat. 

While salt-water soap should, in my opinion, be carried on board supply ships, 
tobacco and other small stores and clothing can generally be accommodated on board 
cruising vessels in sufficient quantities for any ordinary needs. 

In packing and marking provisions, standardization is, of course, much to be desired; 
the same being equally true of specifications which should, as recommended, be as 
definite and in as much detail as practicable. Attention is invited to the comments 
offered on this subject by various pay officers of the fleet in compliance with the 
commander in chief’s letter No. 4276 of January 8, 1909 (Bureau of Supplies and 
Accounts letter of December 12, 1908). 

With reference to the opinion expressed in paragraph 23, I hold it to be axiomatic 
that, once provisions are known to be unfit, to eat, the sooner they are gotten rid of 
the better. 

The overloading with potatoes at San Francisco constitutes but one of the most 
useful lessons of the cruise; and, although such large surveys in the past are to be 
regretted and will in the future undoubtedly be avoided, it is, in my judgment, far 
better to have too much and lose a part than to run any risk of ever being short of 
provisions in consequence of overfrugality. 

The Melbourne potatoes were covered by a thirty-three-day guaranty; and corre¬ 
spondence is now in progress with the contractor with a view to securing reimburse¬ 
ment. Under the conditions prevailing at Manila upon the fleet’s first arrival, it is 
not to be wondered at that the potatoes turned out no better—particularly in view of 
the amount of salt water that most of them were drenched with en route to Japan; 
whereas it seems most probable that the heavy and continuous downpour of rain had 
a good deal to do with the spoiling of such as were lost during the trip to Suez. The 
contractor offered to place on board the Culgoa 250,000 pounds additional under a 
sixty-two day guaranty (of reimbursement for all losses in excess of 10 per cent); but, 
when the typhoon continued day after day while the Culgoa was loading, this offer 
w^as withdrawn—fortunately for both the contractor and the United States, as was 
demonstrated by subsequent surveys and the cheaper prices prevailing in the Mediter¬ 
ranean. 

I concur in the recommendation for further tests of vegetable refrigeration and for 
detailed reports from other supply ships in regard to the life of fresh vegetables under 
various conditions. 

As to the proper manner of stowing a supply ship, of issuing stores, and of account¬ 
ing therefor, I think the routine followed on board the Culgoa , as described in para¬ 
graphs 32 to 39, inclusive, well worthy of adoption for use on board all such vessels. 

The present arrangement of items on provisions requisitions and returns could, as 
stated, be decidedly improved by adopting the Culgoa form “G” referred to; though 
further improvement might be made by substituting the absolutely alphabetical 
arrangement on which the forthcoming consolidated report of provisions used from 
April 1, 1908, to January 31, 1909, will be presented. Certainly some one order of 
sequence should in every case be followed in all printed forms relating to the same 
subject. 

As to dehydrated vegetables I know little or nothing; but the papers which have 
passed through my hands, and the (much more frequent and general) verbal opinions 
and constant complaint which I have heard expressed by pay officers and others who 
ought to know, lead to the conclusion that, if there be any reasonable compromise 
between fresh vegetables (particularly potatoes) on the one hand and a strictly 
emergency makeshift in lieu thereof on the other, such a compromise is not attained 
in the dehydrated product thus far offered. 

While it would appear that one such supply ship as the Grant Board recommends 
should suffice for a fleet of 16 battle ships, I am convinced that the standard of service 
rendered by the Culgoa during the cruise just ending can not with safety be accepted 
as a criterion by which to measure the probable abilities of others. 

9. The following extract from a memorandum I furnished the flag 
office December 28, 1908, shows briefly the main points in the pro¬ 
visions problem from San Francisco to Manila: 

The battle ships left Frisco stocked up to their various (and varying) capacities 
with all kinds of provisions, whereas the Culgoa and Glacier carried a total of 1,362,000 
pounds of fresh meat with another 430,000 pounds contracted for at Brisbane, the fresh 
meat supply was, naturally, more than sufficient to meet all demands. 


22 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


With fresh potatoes it was different. Of the 500,000 pounds with which the two 
supply ships started from Frisco, 76,000 had been condemned by the time we reached 
Sydney—which, with other condemnations, and the very general unwillingness of 
the men to eat any dehydrated potatoes at all—made it necessary to buy 70 tons in 
Sydney and another 60 tons in Melbourne. The second lot was loaded on the Culgoa 
for use between Albany and Manila; but, as the Culgoa failed to make Albany, another 
50 tons was secured there (from Perth, etc.) on a hurry order, and these with the much 
disliked dehydrated were used to Manila. The Culgoa's cargo was served out as soon 
as possible after arrival; and turned out fairly well under the circumstances—though 
there were considerable surveys during the brief northern trip. 

The provisions other than fresh lasted well, and not a single article gave out. It was 
not necessary to limit any ship on fresh meats except frankfurters, bolognas and pork 
loins which proved so popular that toward the last a distribution sheet. w r as made out. 
This method had to be followed with potatoes, however, from the time of arrival at 
Melbourne; and, when a general account of stock was taken and a distribution sheet 
made out apportioning the dehydrated potatoes, their unpopularity became manifest 
at once. As an emergency supply a small stock of dehydrated may be advisable; 
but to serve them out right along as a regular part of the ration when fresh potatoes are 
possibly obtainable, creates real and easily avoidable discontent forward. 

Several attempts were made to obtain from individual battle ships data on which 
supplies for the homeward cruise could be laid in. These individual estimates varied 
so * * *, however, * * * that the only possible information of a dependable 
nature which could be gotten therefrom was in the shape of a statement of the 
quantity of each article of provisions used in each ship during the quarter ending 
September 30, 1908. As these figures were not obtainable until the fleet arrived at 
Manila, they were, of course, useful solely in so far as they showed how far wrong 
the estimates had been—all arrangements having necessarily been concluded long 
before. Before final departure from Manila, a new form of provision report w T as gotten 
up; and now each ship has to report in writing to the commander in chief just how 
much of each article—fresh and nonperishable—was on board upon leaving each port. 
These individual reports are tabulated; and, after consolidation with the supply ships’ 
leaving port report of cargo, show exactly the fleet supply of provisions every time 
the fleet sails. This information, together with the daily wireless reports of fresh 
provisions condemned on board all ships makes it perfectly easy for the flag officer 
to ascertain (by using the data obtained from actual issues during the previous 
quarter), at any time—at sea as well as in port—just how long the supply of provi¬ 
sions in the fleet will last and what transfers of provisions would be necessary in 
order to render the supply on board each vessel of the fleet exactly the same. 

10. The several reports referred to in the memorandum just 
quoted, together with certain other and equally necessary restrictive 
rules, were' subsequently covered by articles 282 to 285, inclusive, 
Fleet Regulations, as follows: 

282. The commanding officer of each vessel (torpedo vessels and auxiliaries 
excepted) will submit weekly, on Monday, for the information of the commander in 
chief, a report signed by the commissary officer, showing in tabulated form the “bill 
of fare ” under which the men comprising the general mess have been subsisted dur¬ 
ing the calendar week preceding. A sample form for this report will be obtained from 
the commander in chief. 

283. In order to serve the purpose contemplated, monthly reports from ships show¬ 
ing the amount of money and the quantity of stores on hand on the first of each month 
should reach the commander in chief with as little delay as possible, and to accomplish 
this it is directed that such reports be made in duplicate, one copy for the division 
commander concerned, for his files, and the other to be sent direct to*the commander 
in chief. 

284. (a) In making the monthly report of money and stores on hand, the number of 
days it is calculated the stores will last must be stated. Detailed lists will not be 
required. The amount of cash and the amount of deposit must be separately stated; 
naming the depository. If there be more than one depository, the amount deposited 
in each must be stated. In preparing report as to clothing, climatic conditions and 
prospective itinerary will be taken into consideration; and special mention will be 
made of any individual articles the quantity of which may not be expected to last so 
long as is stated for the supply as a whole. 

(6) Immediately before departure from any port, an itemized and alphabetically 
arranged list of provisions on board and fit for issue will be prepared by the pay officer 
and forwarded by the commanding officer as near the time of sailing as possible but 


OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


23 


so as to be in the hands of the commander in chief before the vessel leaves port (Fleet 
Form No. 6). In the absence of the commander in chief, this list will be sent to the 
senior officer present to be forwarded to the commander in chief at the first opportunity. 
The record of provisions on hand being properly kept (by means of the “Daily Ration 
Record, S. & A. Form 26,” entered absolutely up to date) an inventory should not 
be necessary. The information required is as to how much of each article of provisions 
is on board in good condition and how long each class (such as total quantity of breads 
of all kinds, of beverages of all kinds, of meats of all kinds, etc.) will last without 
materially reducing the usual bill of fare. The number of days will, therefore, be 
stated for each class but not for any item or items within a class; it being immaterial, 
for the purpose for which this particular list is intended, whether, for example, fresh 
beef be the only meat on hand or whether other items such as veal, bologna, corned 
beef, smoked, ham etc., enter into the total of the meat class. If the supply of pro¬ 
visions is properly assorted, the various classes may, of course, be reasonably expected 
to last about the same length of time—special care being exercised that no class of 
articles be permitted to become unduly reduced in consequence of lack of stowage 
space due to oversupply of articles of a different class. 

285. (a) Whenever provisions are condemned by survey, immediate report thereof 
will be made to the commander in chief; at sea, by wireless if necessary. 

(6) A copy of every approved report of survey on pay department stores (includ¬ 
ing those prescribed by article 1265, paragraph 1, Navy Regulations) will be promptly 
forwarded to the commander in chief. 

11. The supplies obtained at Sydney and Melbourne are dwelt on 
in somewhat more detail in a memorandum I furnished the flag 
office August 29, 1908, and from which the following is quoted: 

The admiral cabled John P. Bray, consul-general at Sydney, from Frisco as to 
obtaining English money at Sydney, Auckland, or both. The answer came back 
instantly that we could get all we wanted at either place and at par, Mr. Bray having 
arranged with the Bank of New South Wales to honor navy bills without discount, 
although the local rate was usually (and is now) one-eighth of 1 per cent against us. 
This was extremely unusual; in fact, I have never heard of a similar case. We drew 
for £80,000 in Auckland and £70,000 in Sydney, and, thanks to Mr. Bray, not a 
penny was charged for exchange. 

More, the Relief left Auckland without paying her coal bill of £337/10. The dealer 
was somewhat aggravated over it and wrote for his money, particularly stipulating 
that he did not propose to lose anything in exchange when payment was made. 

There we were: 

The Revised Statutes forbade the paymaster to get a Sydney draft on Auckland, 
whereas a separate bill of exchange would have been hard to handle; in fact, would 
have been very embarrassing as the paymaster is not authorized to draw, and I should 
have had to do it myself. 

I.went to Mr. Bray, and he cheerfully got the Bank of New South Wales to direct 
its branch at Auckland to honor and cash at par Paymaster Sharp’s New York check 
for $1,142.44, the American equivalent of £337/10, although by ordinary routine the 
bank lost money on the exchange. That was a neat piece of work well done. 

In the matter of purchases Mr. Bray did better by us than in anything else, and the 
work he did was the best I ever saw. 

In compliance with the admiral’s cabled request he sent out bids in advance and 
closed a bargain for delivering in Sydney on board the Glacier 70 tons of fresh potatoes 
at £7/1 per ton, and also put us in the way of purchasing in similar manner for delivery 
to the Culgoa at Melbourne in crates another 50 tons, at £7/6/6 per ton—both prices 
being cheaper than those at which I understand the supply ships’ potatoes were 
purchased in the United States. This was a feat—particularly in view of the fact 
that the bureau had decided not to buy potatoes on Manila contract for us because 
the lowest bid obtained was exorbitant, nearly three times what we subsequently 
paid. 

The coal incident was of considerably greater proportions, and was the occasion of 
bringing into play the consul-general’s entire reserve supply of ingenuity and resource¬ 
fulness. Being situated so near the mines, Sydney seldom has on hand any great 
amount of coaL So, when it was found that our colliers were not coming as expected, 
the Chief of Staff directed me to buy 5,000 tons at once. It was quite a .problem, as 
all the coal in Sydney was sold or bespoken, and there were three successive holidays 
staring us in the face. By the use of a great deal of effort, though,, and considerable 
parleying with the local labor unions (who rule Australia with an iron hand), it was 
possible to obtain about 3,000 tons of “Southern” coal of a very good quality at 20 


24 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


shillings per ton, and the remaining 2,000 tons of “ Newcastle” at 17 shillings. Before 
this delivery was finished, further tardiness of our colliers became obvious, so another 
hurry order was issued for 8,000 tons for Melbourne delivery. Now, Melbourne is 
an even worse coal market (without notice) than Sydney, the mines being near 
enough to warrant dealers in not maintaining large stocks, but far enough away to 
raise the price several shillings, and also make a difference of three or four days in 
the delivery on urgent orders. The coal had to come, however, and so to Mr. Bray I 
went at noon on Sunday and we started. Without going into tiresome details, I want 
to say he stuck by me for ten hours on a stretch, getting the Sydney ‘‘Southern ’ 
coal manager in from his country place, repeatedly calling up the Melbourne branch 
by telephone, and even telegraphing to intercept the steamship Kooringa, some 300 
miles dowm the coast, and diverting her w r ith 4,500 tons from Albany, her destination, 
to Melbourne, where w T e wanted her. In addition to this the Messageries Maritimes, 
the Peninsular and Oriental Line and other large customers were induced to release 
all the coal they possibly could spare under their standing contracts with the ‘ ‘ South¬ 
ern” Company, both at Sydney and Melbourne, so that the entire quantity was 
obtained; 1,180 tons at Sydney (at 20 shillings per ton) and the remainder at Mel¬ 
bourne, at 25 shillings per ton—prices w r hieh were assuredly most reasonable under 
the circumstances, particularly v r hen it is remembered that we had to have the coal 
and the coal men knew it. 

There were a number of other and less noteworthy purchases necessary, in making 
all of which the consul-general gave constant, cheerful, and effective help, either in 
person or through his assistant, Air. Frederick Dawson, w r ho gave up his entire time to 
the work and whose services were absolutely invaluable. 

12. The following memorandum and exhibits show how early a 
start was made toward properly fitting out for the homeward voyage; 

MEMORANDUM FOR THE CHIEF OF STAFF. 

Referring to commander in chief’s signal of July 28, 1908, relating to supplies of 
fresh and dehydrated potatoes and onions on board the various vessels of the fleet, 
attention is respectfully invited to the accompanying exhibits, as follows: 

(a) Tabulation of replies, showdng amount on each vessel, and estimated number 
of days supply will last. 

( b ) Table showing one day’s supply needed by each vessel, and by the fleet as a 
unit. 

(c) Table showing total available supply in the fleet and on supply ships, and the 
period this supply will last if properly apportioned. 

From all of which I draw the conclusion that, not allowing for surveys and taking 
for granted that the dehydrated will be found satisfactory, we ought not to have to 
buy any onions before reaching Manila, and that if necessary to buy potatoes it ought 
to be only six days’ supply—100,000 pounds. If this is to be done, in the interest 
of economy, and to give the Chief of Staff control over the commissary situation in the 
fleet, it will be necessary before arrival at Auckland to prevent any one or any few 
ships from taking an unduly large proportion of the potatoes and onions on the supply 
ships, and, if you think well of it, I shall work out a schedule apportioning both the 
fresh and dehydrated potatoes among the ships, showing how much total they can 
draw between now and the time they reach Manila. 

By the way, I think an order might well be issued prohibiting any vessel from 
taking on board any quantity of any kind of provisions in excess of what may be 
reasonably expected to a little more than last to the next port, because, first, perish¬ 
able stores will keep much better in bulk undisturbed on the supply ships than they 
will in smaller quantities moved around from time to time in the cold storage com¬ 
partment on board a battle ship; and, second, it is out of the question to even try 
adequately to provide for a fleet, especially in tropical climates and with highly 
perishable provisions, if any ship is to be allowed to draw fresh provisions in excess 
of its reasonable needs for the time being and the journey in prospect. 

Inasmuch as large surveys of potatoes might occur in consequence of the quantities 
carried by several of the battle ships, it is estimated that the quantity of potatoes 
necessary to be purchased in Australia may run up to from ten to fifteen days’ supply, 
or from 160,000 to 240,000 pounds. If so, I think arrangements had better be made 
to buy some such quantity at either Sydney or Melbourne; and, if you think well 
of it, I shall take the matter up with "the United States consul immediately upon 
arrival at Auckland. 

S. McG. 

U. S. S. Connecticut, 

July 30, 1908. 


OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 

Tabulation of replies to commander in chiefs signal of July 28, 1908. 


25 


Ship. 


Connecticut. 

Georgia. 

Illinois. 

Kansas. 

Kearsarge. 

Kentucky. 

Louisiana. 

Minnesota. 

Missouri. 

Nebraska. 

New Jersey. 

Ohio. 

Rhode Island. 

Vermont. 

Virginia. 

Wisconsin. 

Total. 


Fresh 

potatoes. 

Dehy¬ 

drated 

powdered 

potatoes. 

Dehy¬ 

drated 

sliced 

potatoes. 

Total 

days’ 

potatoes. 

Fresh 

onions. 

Dehy¬ 

drated 

onions. 

Total 

days’ 

onions. 

Pounds. 

Pounds. 

Pounds. 


Pounds. 

Pounds. 


20,000 


5,000 

30 

600 


10 

11,000 


3,510 

21 

700 


21 

16,000 


2,000 

o24 

1,500 

390 

20 

12,000 


1,020 

20 

4,000 


15 

11,000 


1,800 

19 

168 

60 

14,000 


3^ 510 

32 

1,500 

10 

14,000 


3,900 

24 

2 ,000 

540 

72 

5,000 


7,590 

19 

1,000 


19 

20,000 


1,000 

25 

2 ,000 


15 

12,000 


2,100 

23 

900 


9 

16,000 


2,580 

25 

1,200 


12 

13,000 


480 

25 



12,000 

1,038 

3,000 

29 

400 


10 

9,000 


3,000 

a 28 

200 


12 

12,000 


14,000 

82 

1,200 


12 

10,000 


1,064 

« 23 

1,200 


16 





207,000 

1,038 

55,554 


18,400 

1,098 








a Computed from amount of fresh potatoes used daily. 


Deduced from replies to commander in chiefs signal of July 28, 1908. 

[One day’s supply.] 


f 

Ship. 

Fresh 

potatoes. 

Fresh 

onions. 

Connecticut. 

Pounds. 

1,333 

1,192 

1,000 

804 

957 

873 

1,233 

1,861 

960 

887 

1,053 

597 

1,077 

750 

829 

625 

16,031 

Pounds. 

60 

33 

98 

266 

42 

150 

140 

52 

133 

100 

100 

Georgia. 

Illinois. 

Kansas. 

Kearsarge. 

Kentucky. 

Louisiana. 

Minnesota. 

Missouri. 

Nebraska. 

New Jersey. 

Ohio. 

Rhode Island. 

40 

16 

100 

To 

1,405 

Vermont . 

Virginia. 

Wisconsin. 

Total. 



Note. —In making this table the following equivalents have been used: 1 pound powdered dehydrated 
potatoes equals 7 pounds fresh potatoes. 1 pound sliced dehydrated potatoes equals 4 pounds fresh 
potatoes. 1 pound dehydrated onions equals 15 pounds fresh onions. 


There are obvious errors in the above, some reports being over stated and some 
under. For example, one vessel reports more than twice the amount of potatoes 
used by a sister ship; one vessel reports a daily consumption of 266 pounds of onions, 
another reports none used. How much of this variation is actual and how much 
due to erroneous computation I am unable to say; but I fancy the signaling figures 
largely in the cause for the inaccuracy. It is believed, however, that the total rep¬ 
resents a fair average of the daily amounts useji in the fleet. 











































































































26 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


Available supply offresh and dehydrated potatoes and onions in the fleet and on supply ships 
July 28, 1908, expressed in fresh units, and the period this supply will last if properly 
apportioned. 


POTATOES. 

Pounds. 


On battle ships. 436,482 

On Culgoa. 203, 420 

On Glacier. 287, 000 


Total 


a 926, 902 


ONIONS. 


On battle ships. 34,870 

On Culgoa. 22, 980 

On Glacier. 44, 200 


Total 


b 102, 050 


To reach Manila, it is necessary to provide for sixty-three days’supply, as follows: 


Days. 


July 29-31.-. 3 

August (1 day out).-. 30 

September. 30 


Total. 63 


13. The following order was subsequently issued: 


U. S. S. Connecticut (Flagship), 
Auckland, Neiv Zealand, August 20, 1908. 


Issuing schedule—Auckland to Albany, inclusive. 


Connecticut.. 

Kansas. 

Minnesota.... 

Vermont. 

Georgia. 

Nebraska.... 
New Jersey.. 
Rhode Island 
Louisiana.... 

Virginia. 

Missouri. 

Ohio. 

Wisconsin.... 

Illinois. 

Keasarge_ 

Kentucky.... 

Total... 


May draw 
from sup¬ 
ply ships 
fresh pota¬ 
toes, not to 
exceed: 

• 

Must draw dehydrated potatoes as 
indicated. 

Pounds. 

Pounds. 

34,000 

300 from Minnesota. 

37,000 

3,800 from Glacier. 

49,000 

2,200 to Connecticut, Vermont. 

40,000 

1,800 from Minnesota. 

38,000 

1,300 from Glacier. 

37,000 

2,700 from Glacier. 

33,000 

2,300 from Glacier. 

37,000 

500 from Culgoa (if needed). 

40,000 

1,400 from Virginia. 

37,0C0 

9,200 to Louisiana, Missouri, Ohio. 

24,000 

3,300 from Virginia. 

31,000 

3,900 from Virginia. 

34,000 

3,300 from Culgoa. 

28,000 

2,300 from Culgoa. 

33,000 

2,500 from Culgoa. 

30,000 

800 from Culgoa. 

562,000 

29,700 


Respectfully forwarded to the commanding officer for his information and guidance. 
By direction of the commander in chief: 

A. W. Grant, 

Commander, TJ. S. Navy, Chief of Staff. 


a Fifty-seven days’ supply. 


b Seventy-two days’ supply. 










































OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 27 


14. In order to find out exactly where we stood as to provisions 
for the homeward cruise, the following was sent soon after leaving 
Albany, West Australia: 

MEMORANDUM FOR THE CHIEF OF STAFF. 

I believe there is a general misapprehension as to the provision storage capacity 
of various ships; that is to say, that many of the ships can, or do, take on board much 
greater quantities than is realized here or in the bureau. 

There would appear to be, moreover, a very great and largely unnecessary disparity 
between the storage capacities of different ships of exactly the same class. 

It is, of course, necessary on arrival at Manila to know exactly what we have to 
figure on, the whole supply-ship question for five months to come, including the move¬ 
ments of the Glacier , Culgoa, and Celtic , being dependent thereon. 

While we have had several sets of figures along one or more of the lines hereinafter 
indicated, the disparity between statements of amounts on hand and estimates, and 
the discrepancies between two estimates for practically the same thing for the same 
ship made at different times, have been so irreconcilable that I deem it absolutely 
essential that something like the following wireless be sent the fleet now, in order 
that various commissary officers may have ample opportunity during the next ten 
days to go thoroughly into this question, and give us all the information in such 
shape that we can use it for practical purposes: 

“ To the jleet: Forward to the commander in chief by first guardboat after arrival 
at Manila statement signed by commissary officer showing in alphabetical order 
amount of each article of provisions issued during quarter ended September 30; 
amount of each on hand September 30, by actual inventory; number of days each 
will last; quantity of each article additional thereto needed to last until December 1; 
further quantity needed to last December 1 to February 22, inclusive; capacity of 
storage spaces for each article when filled to utmost, expressed in quantities and 
also in days. Acknowledge receipt of wireless, stating whether entirely understood.” 

S. McGowan, 

Pay Inspector , TJ. S. Navy, Fleet Paymaster. 

U. S. S. Connecticut (Flagship), 

At sea, en route to Manila, September 21, 1908. 


28 


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OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET 


31 


Excess of 
assets over 
quantities 
required 
(from esti¬ 
mates by 
individual 
commis¬ 
sary 
officers). 

19,780 

54,170 

12,213 

86,163 

5,300 

-2,100 

296,500 

299,700 

(OOQiNCOOO 

r—i r-H O CO ■’■f O t-H 

O OO (N N O Oi OO 

r-T HOCDHOO'rf 

h 1 

78,391 

0 0^0 
»0 © CM 

00»ONH 

CO rH CO CO 

1 N 

24,634 

5,494 

-700 

4,794 

Total, in¬ 
cluding 
quantities 
on battle 
ships, Sept. 
30,1908. 

17,970 
158,845 

21,942 

198,757 

; - 

64,287 

30,300 [ 

1,868,586 

1,963,173 

to to o © o os os 

O 0 CS O O) H 00 co 
co »o to o co a oo 

CO 00 co rf ltT co © 

t-H t-H P— 

135,868 

tOCdcON 

O N t-H 00 

CO CO CO 00 

0000 " 

to CM CM r-H 

102,780 

900 

30,420 

31,320 

Estimates by individual commis¬ 
sary officers of requirements of 
battle ships additional to quanti¬ 
ties on board Sept. 30,1908. 

Total, Oct. 
1,1908, to 
Feb. 22,1909 
(145 days). 

6,700 

115,080 

7,678 

129,458 

7,100 

21,600 

1,439,550 

1,468,250 

© © © CM © © © 
OlOOOMOrp 

p", lO t—i 

CM CO t^Ot-TcO © 
t-H r*H CO 

75,572 

O O CO 0 
tO OO CM O 
© 00 00 O 

to'ooV 

t-H t-H 

38,556 

720 

24,210 

24,930 

Dec. 1,1908, 
to Feb. 22, 
1909 (84 
days). 

6,300 
92,530 
6,638 

105,468 

5,500 
16,900 
1,063,750 

1,085,250 

o o o o o o o 

O N Q CO iN O O 

O N O CO N N O 

H ^ TjT PhT r-T © CO 
CM 

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CM 

of 

CO 

O O co O 
to 00 O O 

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co co oo co 

r-H 

32,036 

480 

16,280 

O 

© 

P- 

O' 

t-H 

Oct. 1 to 
Nov. 30, 
1908 (61 
days). 

400 
22,550 
1,040 

23,990 

1,600 
4,700 
375,800 

382,100 

500 
1,380 
900 
3,432 
3,000 
3, S00 
140 

CM 

to 

t-H 

CO 

t-H 

2,000 

800 

2,220 

1,500 

6,520 

240 

7,930 

O 

r— 

t-H 

00 

Excess of 
assets over 
quantities 
required, 
as esti¬ 
mated by 
fleet pay¬ 
master. 

30,350 
79,815 
20,835 

131,000 

65,147 
6,000 
492,686 

563,833 

HiOOiMCOOtO 
CO CO CO o CO OLO 
(OOJNOONN 

r-T cm © io co co oo 
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92,519 

tOCM ON 
tO CO rH O 
NC5 05C0 

as to to co 

CM 

48,234 

2,694 

120 

2,814 

Estimates by fleet paymaster of requirements of 
battle ships (proportionate to quantities used 
July 1 to Sept. 30,1908). 

Total Oct.l, 
1908,to Feb. 

25,1909 
(148 days). 

7,400 
133,200 
13,320 

i 

153,920 

4,440 

22,200 

1,672,400 

1,699,040 

o o o o o o o 

O O' CM CM CM CO CM 
N^OiCOCOH Oi 

co 'kO co co*c^T to 

t-H t-H P'- 

121,740 

OOOO 
C C/D O C 
O CM to TJ4 

t"-'CO *GO 

CO t-H t-H 

79,180 

3,700 

29,600 

33,300 

Feb.1 to 
Feb. 25, 
1909 (25 
days). 

1.250 
22,500 

2.250 

26,000 

750 
3,750 
282,500 

O 

P-T 

00 

CM 

to © © © © © © 
CDOOiOtOOO 
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CO cm'CO* t-H 

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625 

5,000 

tO 

CM 

O 

tO 

Dec. 1,1908, 
to Jan.31, 
1909 (62 
days). 

3,100 

55,800 

5,580 

64,480 

1,860 
9,300 
700,600 

711,760 

O O O O O O O 
lO O 00 'CO 00 ^ 00 
ton H lOiOO't 

T-T CO lO to' co of 

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OOOO 
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to 00 P- t-H 

to co co 

r-H 

33,170 

1,550 

12,400 

O 

to 

co 

rH 

Oct. 1 to 
Nov. 30, 
1908 ( 61 
days). 

3,050 

54,900 

5,490 

63,440 

1,830 

9,150 

689,300 

700,280 

to © © © © © © 
Cd to 05 05 Cl ^ 

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1,525 
12,200 

13,725 


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32 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET 


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OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET 


33 


83,662 
38,541 

122,203 

14,459 
15,873 

-1,252 

29,080 

-25,500 

-203,520 

-229,020 

© r- 00 00 © 

Tf © GO © 00 

00 00 i-h t>- 

<N rH of to 
h N CO (M N 

1 

125,218 

NOOOMlOOlOOOinONOOO^^U)® 

»Oi—it'-<NOit^©t^co<Nt'-aocc>i-it-cot'~ci5 

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CO t-\ 0 T-l GO c4 10 

r-H r-H 

150,898 

24.024 

174,922 

32,881 

9,720 

2,490 

45,071 

105,800 

1,844,500 

1,950,300 

CO^HN© 
r— r-H 00 rH 

CO rH © Tt< © 

co t>- 00 in 00 

rH © 40 ^ © 
r-H 

383,525 

li/5f^*f5COi0.i<Q<NCO'*OOt-lO©.d< 

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t^05caco»oi^t^t^05ca©©©io^Hooc<ioi 

© cot-- <®T^h aTto'of io~ in”' fCccVrGr 

00 ,-1 03 CO N(.(NO O) 

rH 

89,495 
16,450 

105,945 

18,874 
6,380 
1,300 

26,554 

88 
in © 

in csT 
© <m 
rH 00 

rH 

1,927,500 

11,400 

44,336 

45,446 

27,917 

100,837 

© 

CO 

© 

© 

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CO00©©iM©©©©©©OlM©©rH©r— 
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^ CO CO CO rH N cf »-H © © © oTc^r-T <m" 

^ r-H ©rH r-H Tf M © r-H 

r-H CO 

67,577 

9,822 

77,399 

14,585 
5,163 
970 

20,718 

63,000 

1,103,200 

_ 

1,166,200 

8,400 

38,000 

34,887 

22,517 

72,642 

176,446 

co©©©co©©©©©©©M©co©©r— 

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21,918 

6,628 

28,546 

or-© 

QG r-H CO 
OI M CO 

’•f r-H 

5,836 

42,500 

718,800 

761,300 

© © © © © 
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of crTcT©'of 

T-H <M 

53,490 | 

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CO CO CO © r-H GO <M r-H © © © CO © © CO 

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CO r-H 00 

112,460 

48,505 

160,965 

-31,840 
16,713 
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12,220 

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-360,000 

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rH r-H r-H 

090 ‘H 

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136,160 

79,180 
8,880 
1,480 

89,540 

68,080 

2,012,800 

2,081,280 

6,660 
68,820 
37,000 
42,180 
134,680 

© 

co 

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20,625 

2,375 

23,000 

13,375 

1,500 

250 

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r-4 

11,500 

240,000 

351,900 

© © © © © 

<M (M © M © 
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48,875 

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51,150 
5,890 

57,040 

33,170 
3,720 
620 

37,510 

28,520 

843,200 

871,720 ! 

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121,210 

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50,525 

5,795 

56,120 

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36,905 

28,060 

829,600 

857,660 

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49710°—S. Doc. 646, 61-2-3 























































































































34 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


16. The importance of the question of cold-storage capacity 
became so manifest at Manila that the following correspondence 
occurred: 

MEMORANDUM FOR THE CHIEF OF STAFF. 


As we shall need every inch of cold-storage space during the forthcoming voyage to 
Gibraltar and particularly for the purpose of emphasizing this need of finding out 
where and when the Culgoa will have to go in the Mediterranean and at the same time 
securing exact information which I understand will shortly be needed for embodi¬ 
ment in report to the department, I suggest the following wireless to the fleet: 

“Report immediately by wireless total cubic capacity of cold-storage space and 
total number of days fresh meat can be carried; also what portion thereof is allotted 
to the commissary department and what proportion of all cold-storage provisions con¬ 
sumed by officers’ messes other than flag officer’s and captain’s is usually supplied 
at sea by the commissary department.” 

These questions are, with the admiral’s approval, included in the official memo¬ 
randum accompanying my inspection report of the commissary department of every 
vessel. Owing to causes entirely beyond my control, however (target practice, etc.), 
I have not been able to get all around the fleet; and, unless I have miraculously 
good luck, I shall not be able to go to all the ships before leaving Manila. 

I have found out enough, though, to know that there is the greatest possible varia¬ 
tion in the allotment—and hence considerable disparity in the carrying capacity— 
of different ships of the same class, the Connecticut commissary department, for ex¬ 
ample, carrying about 25 per cent more fresh stuff by using the officers’ space than 
the Kansas accommodates without them. 

While this question of distribution is, of course, an important one, my special in¬ 
terest is in the matter of uniformity—that is to say, what the very best commissary 
department can and does do with a given space every other commissary depart¬ 
ment on ships of identical type ought, in my humble judgment, to be made to do 
equally well with the same facilities. 

S. McG. 


Tabulation of answers. 


Ship. 


Connecticut.. 

Kansas. 

Minnesota... 
Vermont..'... 

Georgia. 

Nebraska.... 
New Jersey.. 
Rhode Island 
Louisiana.... 

Virginia. 

Missouri. 

Ohio. 

Wisconsin... 

Illinois. 

Kearsarge.... 
Kentucky... 


(a.) 

( b -) 

(c.) 

(d.) 

Cu. feet. 

Days. 

Cu. feet. 

Per cent. 

2,081 

30 

1,281 

m 

1,731 

15 

865^ 

80 

2,132 

22 

1,066 

90 

1.87G 

21 

924 

8 

1,400 

20 


8 

900 

18 

600 

15 

1,585 

24 

1,230 

100 

1,408 

20 

1,211 

100 

2,070 

27 

1,035 

5 

1,575 

20 



1,165 

25 

712 

80 

1,026 

12 

793 

3 

9,283 

14 

797 

100 

541 

17 

380 

100 

426 

11 

149 


644 

18 

473 

75 


17. The following order w r as promulgated soon after the ships 
returned from Japan: 

U. S. S. Connecticut (Flagship), 

Cavite , P. /., November 7, 1908. 

Sir: Please direct the pay officer of the vessel under your command to submit at 
once, through the commander in chief, requisition on the general storekeeper, naval 
station, Cavite, for fresh provisions and sea stores needed upon departure from this 
port December 1, 1908, the quantities to be in each case sufficient to fill all stowage 
spaces to their utmost capacity, same to be taken on board as soon and as expeditiously 
as possible. 

2. Fresh beef, mutton, pork sausage, and pork loins will, as far as practicable, be 
drawn from the supply ship Culgoa until November 22; other articles of fresh pro¬ 
visions from the local contractors, who, after November 22, will make all deliveries 
of fresh provisions. 

By direction of the commander in chief. 

A. W. Grant, 

^ Commander, U. S. Navy, Chief of Staff. 

The Commanding Officer. 

































OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


35 


18. The dispatch with which all stores, including provisions, had to 
be delivered by the Cavite yard authorities is shown by the follow¬ 
ing order: 

U. S. S. Connecticut (Flagship), 

* Cavite, P. I., November 19, 1908. 

Memorandum for commanding officers. 


The following schedule of dates for receiving coal, water, stores and provisions, 
and frozen meats is announced. It is liable to change due to unforeseen circumstances- 


Ship. 

Coal. 

Water. 

Stores and 
provisions. 

Frozen meats. 

Connecticut. 

November 20-21... 

November 25.. 

November 24.. 

November 22, 5.30 a. m. 

Kansas. 

November 23. 

November 21.. 

November 23.. 

November 25, 5.30 a. m. 

Minnesota. 

November 24. 

November 24.. 

.do. 

November 25, 6.30 a. m. 
November 27, 5.30 a. m. 

Vermont. 

November 23. 


November 24.. 

Georgia. 

November 27. 

November 19.. 

November 19.. 

November 27, 6.30 a. m. 

Nebraska. 

November 24. 

November 25.. 

November 27, 5.30 a. m. 

New Jersey. 

.do. 

November 26.. 

November 19.. 

November 27, 6.30 a. m. 

Rhode Island. 

November 26. 

November 23.. 

November 25.. 

November 25j 5.30 a. m. 

Louisiana. 

November 27. 

November 27.. 

November 23.. 

November 23, 5.30 a. m. 

Virginia. 

November 28-29... 

November 26.. 

November 22.. 

November 27, 5.30 a. m. 

Missouri. 

November 25. 


November 25.. 

November 28, 5.30 a. m. 

Ohio. 

November 26. 


(?) 

November 22.. 

November 28, 8.30 a. m. 
November 22, 6.30 a. m. 

W isconsin. 

November 24. 

November 22.. 

Illinois. 

November 28. 

November 28.. 

November 27.. 

November 27, 6.30 a. m. 

Kearsarge. 

.do. 

.do. 

November 27, 5.30 a. m. 

Kentucky. 

November 27. 


November 26.. 

November 26, 5.30 a. m. 

Yankton. 

.do. 


November 28.. 

November 28, 5.30 a. m. 


COAL. 

The Kansas, New Jersey, Louisiana, and Missouri will coal from colliers; other 
vessels of fleet will coal from lighters. Vessels coaling from lighters will signal for a 
tug to remove them one-half an hour before the estimated hour of discharge. 

WATER. 

Water will be supplied by the Iris. 

STORES (ALL DEPARTMENTS) AND PROVISIONS. 

Each ship to receive stores will send two yeomen to report to the general storekeeper 
at 4 p. m. to check stores until midnight of the day before the date scheduled above 
for the delivery of same. 

Commanding officers will assist the general storekeeper with necessary working 
parties in charge of midshipmen or warrant officers. 

FROZEN MEATS. 

Frozen meats will be delivered alongside at 5.30 a. m. or 6.30 a. m., as scheduled. 
There must be no delay in receiving frozen meats. Cargo nets should be at hand and 
all preparations made for quick discharge. 

Bv direction of the commander in chief. 

A. W. Grant, 

Commander, XJ. S. Navy, Chief of Staff. 

The Commanding Officer. 

19. Despite all disadvantages, however, the fleet was, in general, 
well stocked up for the homeward voyage, as is shown by the following 
correspondence: 

MEMORANDUM FOR THE CHIEF OF STAFF. 

I am handing you herewith three pages of recapitulation of provision reports showing 
in detail just what we now have afloat and how we stand. 

Without unusually large surveys, the supply of fresh meat will last into Negro Bay 
with a few thousand pounds over. The supply of fresh vegetables is sufficient to last 
all ships until they reach the Mediterranean ports to which assigned; other articles in 

abundance. , 

According to my figures, about 270,000 pounds of fresh potatoes m all will have to 
be bought in Mediterranean ports to piece out until we meet the Celtic at Negro Bay. 
















































36 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


I think these can most probably be obtained to best advantage in comparatively small 
quantities in the several individual ports where the battle ships may be, and I suggest 
that orders be issued to that effect, it being made plain that we have a line on exactly 
what they need and that no other purchases will be permitted except in case of un¬ 
avoidable emergency, the nature of which shall in every case be reported to the 
commander in chief (this in order to keep the commissary stewards’ wings clipped 
just as close as they are now, and I think they are pretty close). If this meets with 
your approval, I suggest that further directions be given to the effect that in any one 
port one pay officer shall, under the direction of the senior officer present, do all the 
purchasing for the ships present in order that equally low prices may be obtained for 
all such ships. 

If you care for it, I shall make up a proposed allotment sheet of fresh meats and 
fresh potatoes from now on to Negro Bay. Unless this is done in the very near future, 
some ships will probably draw more than their shares, while others will, in consequence, 
have to go hungry. 

In this connection I would further suggest that the battle ships be directed to draw 
provisions at Colombo to last them to Port Said and at Port Said all they are going to 
get from the supply ship till arrival at Negro Bay. They can carry enough, and they 
will, too, if ordered to. Those cold-storage reports do not show such to be the case; 
but the run from Honolulu to Auckland, plus subsequent systematization, does. 

S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 

United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 

At sea, en route for Colombo, December 5, 1908. 


United States Atlantic Fleet. 


Amounts of provisions on hand December 1, 1908 (leaving Manila), and required to 
January 31, 1909 (arriving at Negro Bay). 


Article or class.o 


Beverages. 

Breads. 

Cereals and starch foods. 

Fruits. 

Meats, except fresh. 

Meats, fresh. 

Milk. 

Vegetables, except potatoes c 

Potatoes, fresh.. 

Baking powder. 

Butter. 

Catsup. 

Cheese. 

Extracts. 

Hops. 

Lard. 

Macaroni. 

Mustard. 

Pepper. 

Pickles. 

Salt. 

Sauerkraut. 

Sirup. 

Sugar. 

Vinegar. 


Unit. 

Amount 

required. 

Amount on 
battle 
ships. £> 

Amount on 
Culgoa. b 

Pound. 

70,928 

109,359 

68,858 


782,936 

1,197,843 

731,400 


62,491 

91,422 

88,384 


116,853 

227,096 

117,404 


364,032 

487,462 

205,375 


826,300 

235,300 

616,571 


62,744 

113,229 

63,961 


206,384 

422,520 

116,072 


927.100 

351,100 

307,200 


2,046 

6,296 

200 


81,840 

122,104 

50,000 

Gallon. 

1,364 

2,622 


Pound. 

1 ,161 

7,377 

4,724 

Gallon. 

341 

309 

22 

Pound... 

682 

4,186 

420 


32,395 

62,961 

68,840 

....do. 

7,502 

28,268 


.... do. 

'682 

4,420 


_do. 

1,364 

4 ' 510 



9; 207 

16;488 

1,000 


26,257 

49,871 

20,150 


16,368 

10,772 

12,354 

Gallon. 

2,046 

5,124 

1,008 

Pound. 

204,468 

280,753 

241,582 

Gallon. 

2,046 

4,365 

210 


Excess or 
deficiency. 


107,289 
1,146,307 
117,315 
227,047 
328,805 
25,571 
114,546 
332,20S 
-268,800 
4,450 
90,264 
1,258 
4,940 
-10 
3.918 
99,406 
20,766 
3,738 
3,146 
8,281 
43,764 
6,758 
4,086 
317,866 
2,529 


a Requirements estimated on basis of actual expenditures first quarter, 1909, 10 per cent being added to 
cover errors, losses, and issues to auxiliaries. 

f> Amounts on battle ships and Culgoa obtained from provision reports on leaving Manila; no reports 
having been received from Illinois and Kearsarge, it is assumed that their amounts on hand are identical 
with those of the Wisconsin and Kentucky, respectively, 
c Dehydrated vegetables are ignored. 

U. S. S. Connecticut (Flagship), 

At sea, en route to Colombo, December 4 , 1908. 




































































OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET 


37 


United States Atlantic Fleet. 


FRESH MEATS. 

Statement of amounts on hand December 1, 1908 (departure from Manila), and 
required to January 31, 1909 (arrival at Negro Bay).a 


Ship. 


Number 
persons 
onboard, 
per last 
report 
dated 
Oct. 31, 
1908. 


Maximum 
stowage 
capacity, 
per com¬ 
missary 
officers’ 
reports 
dated 
Oct. 1, 
1908. 


Quantity 
on board 
Dec. 1, 
from 
signed 
provision 
reports. 


Total 

amount re¬ 
quirements 
Dec. 1-Jan. 
31, esti¬ 
mated by 
fleet pay¬ 
master on 
basis of 
actual ex¬ 
penditures 
first quar¬ 
ter, 1909. 


Pounds. 


Pounds. 


Pounds. 


Additional 
amount 
required 
to reach 
Negro Bay 
over 
amounts 
on battle 
ships. 


Pounds. 


Connecticut.. 

Vermont_ 

Kansas.. 

Minnesota 

Georgia.. 

Nebraska_ 

New Jersey... 
Rhode Island 

Louisiana_ 

Virginia. 

Missouri.. 

Ohio.. 

Wisconsin... 

Illinois.. 

Kearsarge 

Kentucky 


903 

814 

791 

864 

795 

798 

787 

806 

850 

805 

723 

714 

693 

693 

679 

707 


25,000 
14,000 
15,000 
25,000 
23,000 
8,000 
18,550 
16,600 
22,800 
25,000 
20,000 
30,800 
12,000 
10,300 
10,000 
12,900 


14.400 
15,600 
14,100 
11,300 
18,000 

15.900 
18,200 

14.100 

16.100 
18,000 

21.400 
12,000 

10.900 
a 11,000 
a 11,400 

12.900 


54.600 

55.200 

52.600 

50.700 
49,800 

43.500 

48.400 

43.200 

64.500 
41,100 
48,000 
57,300 

36.700 

41.400 

25.500 

38.700 


40.200 

59.600 
38,500 

39.400 

31.800 

27.600 

30.200 

29.100 

48.400 

23.100 

26.600 
45,300 

25.800 

30.400 

14.100 
25,800 


Total. 

10 per cent additional to cover issues to auxi¬ 
liaries, errors, and surveys. 


12,440 


287,300 


235,300 


751,200 
75,100 


515,900 
75,100 


Amount on Culgoa 


826,300 


591,000 
616,571 


Excess 


25,571 


a Reported by wireless December 3. 

U. S. S. Connecticut (Flagship), 

At sea, en route to Colombo , December 4, 1908. 






































38 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET 


United States Atlantic Fleet. 

FRESH POTATOES. 

Statement of amounts on hand December 1, 1908 (departure from Manila), and 
required to January 31, 1909 (arrival at Negro Bay) « 


Ship. 

ini umber 
persons 
onboard, 
per last 
report 
dated 
Oct. 31, 
1908. 

Maximum 
stowage 
capacity, 
per com¬ 
missary 
officers’ 
reports 
dated 
Oct. 1, 
1908. 

Quantity 
on board 
Dec.l, 
from 
signed 
provision 
reports. 

Total 

amount re¬ 
quirements 
Dec. 1-Jail. 
31, esti¬ 
mated by 
fleet pay¬ 
master on 
basis of 
actual ex¬ 
penditures 
first quar¬ 
ter, 1909. 

Additional 
amount 
required 
to reach 
Negro Bay 
over 
amounts 
on battle 
ships. 

Connecticut:...... 

903 

Pounds. 
45,000 
10,000 

Pounds. 

21,000 

12,500 

Pounds. 

74,000 

Pounds. 

53,000 

Vermont. . . 

814 

65,000 

52,500 

Kansas. 

791 

30,000 
66,000 

13,000 

42,800 

29,800 

Minnesota. 

864 

16,000 

69,400 

53,400 

Georgia. . 

795 

25,000 

22,000 

47,400 

25,400 

Nebraska. 

796 

20,000 

18,000 

45,200 

30,200 

New Jersey. 

787 

20,000 

18,000 

47,000 

29,000 

Rhode Island. 

806 

50,000 

34,000 

58, 400 

24,400 

Louisiana. 

868 

50,000 

40,000 

52,700 

12,700 

Virginia. 

805 

33,000 

25,000 

48,800 

23,800 

Missouri. 

723 

40,000 

22,000 

56,800 
46,900 

34,800 

Ohio. 

714 

40,000 
20,000 

30,000 

16,900 

Wisconsin. 

693 

17,000 

28,600 

11,600 

Illinois. 

693 

20,000 

a 20,000 

53,700 

33,700 

Kearsarge. 

679 

20,000 

a 30,000 

48,500 

18,500 

Kentucky. 

707 

14,000 

15,000 

57,800 

42,200 



Total. 

12,440 

505,000 

361,100 

842,800 

491,700 

84,300 

307,200 

10 per cent additional to cover issues to auxi¬ 
liaries, errors, and surveys. 


84,300 

Amount on Culgoa_ 




Deficiency. 





268,800 







a Reported by wireless December 3. 

U. S. S. Connecticut (Flagship), 

At sea, en route to Colombo , December 4, 1908. 


U. S. S. Connecticut (Flagship), 

En route , Manila to Colombo , 

December 12, 1908. 

Sir: The following total quantities of fresh provisions will be drawn from the sup¬ 
ply ship Culgoa in the ports of Colombo and Suez: 


Ship. 

Fresh 

meats. 

Fresh 

potatoes. 

Connecticut, ., .,. 

Pounds. 

45.700 
45,100 

43.800 

44.500 

36.800 
32,000 
35,000 

33.400 
54,900 
27,200 

31.400 
51,000 

29.500 

34.500 

16.700 

29.700 

Pounds. 

33,000 

35,000 

18,000 

35,000 

13.500 

18.500 
17,000 
10,000 

Vermont. 

Kansas. 

Minnesota. 

Georgia. 

Nebraska. 

New Jersey. 

Rhode Island. 

Louisiana. 

Virginia. 

11.500 

18.500 
4,000 

15,000 

21.500 

17.500 

27.500 

Missouri. 

Ohio. 

Wisconsin. 

Illinois. 

Kearsarge. 

Kentucky. 

































































OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


39 


2. As the Culgoa. will part company with the fleet at Suez, each battle ship (except 
the Wisconsin, Illinois, and Kearsarge, which will be with the Culgoa again at Naples, 
horn which port she will sail for the United States January 24) will, before leaving 
Suez, take from the Culgoa sufficient provisions, other than fresh, to last until Febru¬ 
ary 22, 1909, the above allotment of fresh meats being estimated (on basis of issue for 
first quarter, 1909) as enough to last until arrival at Negro Bay, and of fresh potatoes 
enough to last into the various Mediterranean ports to which the several vessels are 
ordered. 

3. The Wisconsin, Illinois, and Kearsarge will take from the Culgoa, before she leaves 
Naples, sufficient provisions, other than fresh, to last until February 22, 1909. Part 
of the fresh meats above allotted to these vessels may be drawn at Naples, if preferred. 

4. It will be necessary to purchase potatoes in Mediterranean ports; but all such 
purchases will be limited to the quantity necessary to last until arrival at Negro Bay, 
and no other purchases will in any case be made except in actual and unavoidable 
emergency, the nature of which will be immediately reported to the commander in 
chief by the officer authorizing same. 

Respectfully, C. S. Sperry, 

Rear-Admiral, U. S. Navy, 
Commander in Chief U. S. Atlantic Fleet. 

The Commanding Officer. 


20. The following tabulation of reports on leaving Colombo shows 
quantities of principal items on board battle ships and on the supply 
ship Culgoa,- the requirements of the fleet from December 20, 1908 
(leaving Colombo), to January 31, 1909 (arriving ot Negro Bay); 
also the excess (+) or deficiency (—) in supply of principal items of 
provisions: 


Ship. 

Bever¬ 

ages. 

Breads. 

Cereals. 

Fruits. 

Meats, 

except 

fresh. 

Meats, 

fresh. 

Vegeta¬ 
bles; ex¬ 
cept po¬ 
tatoes. 

Connecticut. 

Vermont. 

Kansas. 

Minnesota. 

Georgia. 

Nebraska. 

New Jersey «. 

Rhode Island. 

Louisiana. 

Virginia. 

Missouri. 

Ohio b . 

Wisconsin. 

Illinois. 

Kearsarge. 

Kentucky. 

Total quantities on battle 

ships. 

Requirements. 

Excess ( + ) or deficiency 

Quantities on Culgoa. 

Total net excess or defi¬ 
ciency . 

Pounds. 
7,480 
6,475 
7,185 
6,314 
7,605 
9,020 
6 ,575 
6,725 
5,940 
7,041 
4,510 
6 , 520 
6,550 
5,585 
6,654 
4,870 

Pounds. 
56,550 
38,509 
80, 525 
62,900 
73,425 
58,755 

74.304 
80,300 

96.200 
62,830 
45,719 
29,925 
80,008 
78,915 

37.304 

54.200 

Pounds. 
3,700 
7,660 
5,410 
2,155 
5,400 
4,200 
6,990 
1,900 
3,130 
9,800 
9,445 
5,778 
4,218 
3,464 
2,600 
5,530 

Pounds. 
8,084 
7,852 
7,905 
17,595 
15,673 
11,320 
18,911 
20,824 
16,170 
10,796 
9, 616 
7,814 
11,378 
10,900 
7,582 
17,274 

Pounds. 
19,774 
10,337 
55,126 
17,270 
16,152 
23,954 
29,729 
32,819 
30,288 
10,388 
24,049 
12,265 
23,603 
27,219 
23,253 
26,584 

Pounds. 

19.699 
19,168 

13.700 
16,910 
14,725 
15,200 
18,233 
16,333 
17,500 
16,585 
14,807 
10, 967 

8,740 
11,639 
11,282 
12,768 

Pounds. 
16,999 
14,720 
18,113 
22,030 
19, 628 
22,068 

27.851 
21,459 

22.852 
25,091 
10, 545 
12, 524 
41,750 
14,002 
14,000 
22,740 

105,059 
49,700 

1,010,369 
548,100 

81,380 
43,800 

209,694 
81,800 

383,810 
254,900 

238,256 
578,500 

328, 695 
144,500 

+55,359 
56,408 

+462,269 

691,100 

+37,580 
84,654 

+127,894 
99,557 

+ 128,910 
185,963 

-340,244 
378,238 

+ 184,195 
86,989 

+ 111,767 

+ 1,163,369 

+ 122,234 

+227,451 

+314,873 

+37,994 

+271,184 





















































40 OPERATIONS OP PAY DEPARTMENT OF ATLANTIC FLEET. 


Ship. 

Vegeta¬ 

bles— 

fresh 

potatoes. 

Milk. 

Butter. 

Lard. 

Pep¬ 

per. 

Salt. 

Sugar. 

Vine¬ 

gar. 

Connecticut.... 

Vermont. 

Kansas. 

Minnesota. 

Georgia. 

Nebraska. 

New Jersey. 

Rhode Island. 

Louisiana. 

Virginia. 

Missouri. 

Ohio. 

Wisconsin. 

Illinois. 

Kearsage. 

Kentucky. 

Total quantities on 

battle ships. 

Requirements. 

Excess ( + ) or de¬ 
ficiency (—). 

Quantities on Culgoa. 

Total net excess or 
deficiency. 

Pounds. 
30,000 
13,000 
15,200 
20,800 
16,000 
10,000 
18,000 
15,000 
15,000 
16,000 
17,790 
12,000 
11,000 
18,000 
14,000 
12,000 

Pounds. 
6,285 
1,360 
4,338 
10,359 
5,419 
2,700 
5,811 
3,885 
8,544 
7,094 
10,253 
10,025 
4,468 

4.900 
4,550 

8.900 

Pounds. 
7,068 
8,792 
7,474 
5, #44 
6,824 
7,100 
4,200 
10,280 
9,732 
10,548 
5,630 
2,781 
5,940 
4,470 
3,704 
3,024 

Pounds. 

3.800 
3,360 
4,264 
5,320 
2,480 

2.800 
2,700 
3,640 
4,200 
2,069 
1,960 
5,620 
3,760 
2,400 
1,212 
2,680 

Pounds. 

100 

100 

189 

175 

225 

150 

250 

900 

500 

200 

275 

75 

313 

250 

300 

75 

Pounds. 

1,800 

1,800 

1,848 

2,050 

2,830 

900 

3,650 

1,794 

3.500 
3,700 
3,100 
4,150 
4,179 
3,750 
4,300 

2.500 

Pounds. 
17,574 
17,574 
11,800 
13,099 
10,750 
14,500 
18,873 
10,403 
23,660 
27,450 
16,199 
15,000 
17,476 
12,300 
12,196 
14,682 

Pounds. 

100 

208 

344 

240 

304 

112 

224 

224 

192 

362 

166 

238 

177 

306 

144 

300 

253,790 
649,000 

98,891 

44,000 

103,211 

57,300 

52,265 

22,700 

4,177 

1,000 

45,051 

18,400 

248,628 
143,200 

3,641 

1,500 

-395,210 
130,400 

+54,891 

57,752 

+45,911 

44,000 

+29,565 
66,520 

+3,177 

+26,651 

19,500 

+ 105,428 
212,982 

+2,141 

176 

-264,810 

+112,643 

+89,911 

+96,085 

+3,177 

+46,151 ’ 

+318,410 

+2,317 


a New Jersey report not received; amounts entered in December 1 (Manila) report used. 

*>Ohio report not complete; the amounts entered under butter, lard, pepper, salt, sugar, vinegar, ob¬ 
tained from December 1 (Manila) report. 

Note.—D ehydrated potatoes and other dehydrated vegetables are included in the above tabulation by 
weight alone—no account being taken of equivalent weights. 

U. S. S. Connecticut (Flagship), 

At sea, en route to Suez, December 22, 1908. 


21. The following memorandum and exhibits give particularly 
interesting data with reference to condemnations during an unusu¬ 
ally trying tropical month: 

✓ 

MEMORANDUM FOR THE CHIEF OF STAFF. 

Transmitted herewith are two sheets showing, respectively, (a) the amounts in 
detail of all fresh meats and of fresh potatoes condemned on "board each battle ship 
and the Culgoa from December 1 to December 31, 1908, inclusive, together with 
percentage of condemnations and (6) the record of total condemnations by days. 

The condemnations of meats on board the New Jersey, Missouri, and Kentucky and of 
potatoes on board the Connecticut, New Jersey, Missouri, Ohio, Wisconsin, and Ken¬ 
tucky were so disproportionately large, I believe it would be advisable to send a copy 
of each of these sheets to every vessel in the fleet inviting attention to the figures and 
asking for detailed information as to where they stow potatoes and how they stow 
their meats (including maximum and minimum cold-storage temperature each day 
since leaving Manila). 

As the daily condemnation record would indicate that nearly all of the potatoes 
condemned on board battle ships came from the Culgoa, a copy of each of the sheets 
might also be sent there with inquiry as to the facts—not necessarily for any other 
purpose than that of record; but it is a record I think we ought to have now while the 
facts are fresh in mind. 

S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 

U. S. S. Connecticut (Flagship), 

At sea, en route to Suez, January 2, 1909. 


















































OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET 


41 


United States Atlantic Fleet. 

Condemnations of fresh meats and fresh potatoes reported by battle ships and 
Culgoa December 1 to December 31, 1908: 


Ship. 

Fresh 

beef. 

Fresh 

mut¬ 

ton. 

Fresh 

pork 

loins. 

Fresh 

pork 

sau¬ 

sage. 

Fresh 

veal. 

Bolo¬ 

gna. 

Frank¬ 

furters. 

Total 

meats. 

Fresh 

potatoes. 

Connecticut. 

Pounds. 

Pounds. 

Pounds. 

Pounds. 

1,902 

Pounds. 

240 

Pounds. 

Pounds. 

Pounds. 

2,142 

1,020 

Pounds. 

6,400 
100 
2,000 

Vermont. 

120 




900 

Kansas. 






Minnesota. 

350 







350 

Georgia. 








Nebraska. 










New Jersey. 

3,500 

191 



2,189 



5,880 

4,000 

Rhode Island. 





Louisiana. 





75 

200 

669 

200 

525 

450 

550 

850 

650 

825 

5,194 

1,769 

600 
4,100 
3,550 
6,200 
2,164 
900 
6,177 

Missouri. 

2,600 



1,019 

Ohio. 



Wisconsin. 





Illinois. 






275 


275 

70 

3,454 

Ivearsarge. 






70 

Kentucky. 

2,112 


1,100 

242 



Total. 





8,682 

191 

1,100 

3,163 

3,373 

1,450 

3,020 

20,979 

882,889 

20,979 

2.3+ 

36,191 

659,000 

36,191 

5.6 

108,400 

16.0 

22.0 

Total quantity brought 
from Manila. 

Total quantity con¬ 
demned on battle ships. 








Percentage of condemna¬ 
tions on battle ships... 








Total quantity con¬ 
demned on Culgoa. 








Percentage of condemna¬ 
tions on Culgoa. 









Percentage of condemna¬ 
tions, entire stock. 








2.3+ 


U. S. S. Connecticut (Flagship), 

At sea , en route Colombo to Suez , January 2 , 1909. 


United States Atlantic Fleet. 

Condemnations of fresh meats and fresh potatoes reported by battle ships Decem¬ 
ber 1 to December 31, 1908. Total reports by days: 


Date. 


Meat. 


Potatoes. 


Place. 


December 1,1908. 
December 2, 1908. 
December 3, 1908. 
December 4,1908. 
December 5,1908. 
December 6,1908. 
December 7, 1908. 
December 8, 1908. 
December 9, 1908. 
December 10, 1908 
December 11, 1908 
December 12, 1908 
December 13, 1908 
December 14, 1908 
December 15, 1908 
December 16, 1908. 
December 17,1908 
December 18, 1908 
December 19, 1908 
December 20, 1908, 
December 21, 1908 
December 22, 1908, 
December 23, 1908. 
December 24, 1908. 
December 25, 1908. 
December 26, 1908. 
December 27, 1908. 
December 28,1908. 
December 29, 1908. 
December 30, 1908. 
December 31, 1908. 


Founds. 


Pounds. 


450 


400 


1,200 


100 


4,349 

2,400 

770 

3,146 

1,820 

350 


235 


100 

264 


75 

450 


300 

1,500 


694 

275 

150 


2,100 

450 


1,300 
3,764 
1,820 
10,900 
918 
812 
1,100 


2,000 
1,200 
2,912 
8,650 


Total 


20,979 


36,191 


At sea. 

At sea. 

At sea. 
At sea. 

At sea. 

At sea. 

At sea. 
At sea. 
At sea. 
At sea. 
At sea. 
At sea. 
Colombo. 
Colombo. 
Colombo. 
Colombo. 
Colombo. 
Colombo. 
Colombo. 
At sea. 
At sea. 
At sea. 
At sea. 
At sea. 
At sea. 
At sea. 
At sea. 
At sea. 
At sea. 
At sea. 
At sea. 


U. S. S. Connecticut (Flagship), 

At sea , en route to Suez , January 2, 1909. 






















































































































42 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


22. At midnight, December 31, 1908, I was sent for by the chief 
of staff and informed of the Italian earthquake disaster, and directed 
to furnish immediately a working memorandum of the quantity of 
provisions available for relief issue. This I did, as follows: 


Total excess and deficiencies. 


[December 31,1908.] 


Article. 


Beverages_ 

Breads.do... 

Cereals.do... 

Fruits.do... 

Meats (not fresh).do... 

Meats (fresh).do... 

Vegetables (not’fresh).do... 

Fresh potatoes.do... 

Milk.do... 

Butter.do... 

Lard...do... 

Pepper.do... 

Salt.do... 

Sugar.do... 

Vinegar.gallons. 


Now in 
fleet, in¬ 
cluding 
Culgoa, 
figured to 
Jan. 31. 

Additional 
needed to 
Feb. 25. 

Excess or 
deficiency. 

Of which 

excess 
there is on 
Culgoa— 

111,707 

20,000 

85,000 

50,408 

1,153,309 

287,000 

800,000 

091,100 

122,234 

18,875 

103,000 

85,054 

227,451 

42,875 

184,000 

99,557 

314,873 

120,375 

188,000 

185,903 

37,994 

300,375 

-208,381 


271,184 

04,000 

207,000 

80,989 

-204,810 

351,900 

-010,710 


112,043 

23,000 

89,000 

57,752 

89,911 

30,000 

59,000 

44,000 

90,085 

11,875 

84,000 

66,520 

3,177 

500 

2,000 


40,151 

9,025 

30,000 

19,500 

318,410 

72,250 

240,000 

212,982 

2,317 

750 

1,500 

170 


23. On the 1st of January, 1909, the Culgoa signaled that fresh 
potatoes could be obtained in quantity and at reasonable rates in 
Suez and Port Said. The following memorandum was immediately 
sent: 

MEMORANDUM FOR CAPTAIN GRANT. 

I suggest the following wireless to the Culgoa: 

“Make contract for 170,000 pounds fresh potatoes delivered at Port Said; 10,000 to 
each battle ship and 10,000 to be divided among three auxiliaries; inspection and 
payment to be made by each ship individually. Report price and contractor’s name 
by wireless.” 

This will easily give them all enough to reach Mediterranean ports, with the allot¬ 
ment netting each ship, on the average, slightly over ten days’ supply. 

As to issues of fresh meat at Suez, I think the allotment of December 12 (c. o. s. No. 
3836) covers fully all that is needed; and, if the commander in chief’s order is obeyed, 
there is no need for further distribution, except that paragraph 3 of letter 3836 is 
slightly out of alignment with the wireless sent this forenoon that no issues from Culgoa 
can be depended on after leaving Suez. 

It could do no harm, I think, to send the fleet a wireless somewhat like this: 

“Whatever meats, or other provisions except potatoes, mentioned in paragraphs 1, 
2 and 3 of commander in chief’s letter No. 3836 of December 12 were not drawn from 
Culgoa at Colombo will be drawn at Suez. Ten thousand pounds fresh potatoes will 
be delivered to each battle ship and 10,000, total, to auxiliaries by contractor at Port 
Said. Inspection and payment to be made by each individual ship. Price and 
contractor’s name will be signaled later.” 

The 22,000 pounds potatoes now in Culgoa might, with advantage, be divided up 
at Suez among those that want them. 

S. McG. 

1 January, 1909. 

24. The suggested signals were wirelessed to the Culgoa and fleet, 
and the contract accordingly made. 

25. The contractor defaulted in part, and a great deal of wrangling 
resulted from his effort to raise the price after securing the order. 
The entire correspondence was submitted to the bureau by the 
commander in chief’s letter No. 4841 of February 20, 1909. 

































OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 43 

26. The Italian earthquake and the donation of the Culgoa’s and 
Celtic’s cargoes to the sufferers brought about, of course, an entirely 
new and unexpected situation which involved the abandonment 
of the provisions programme so carefully figured out in advance. 

27. The flagship proceeded via Messina to Naples, the center of 
relief activity; and, after conference with the King at Rome, it was 
decided by the commander in chief to deal—as far as possible—with 
the Italian military and naval authorities, giving direct help in 
such cases as came within the immediate knowledge of the American 
officers charged with the duty of distribution. 

28. As indicated by the following memorandum, a great deal of 
difficulty was experienced in obtaining such detailed information as 
to intelligently determine how much of various articles to deliver at 
the different places, and to whom: 


U. S. S. Connecticut, 

January 17, 1909. 

MEMORANDUM FOR THE COMMANDER IN CHIEF. 

Since receiving your written orders this afternoon, Sunday, January 17, I have con¬ 
sulted with Lieutenant Bianchini and the pay officer of the Culgoa with reference to 
the relief work. 

I find that 102 tons of dry provisions were discharged by the Culgoa to-day and that 
about 500 tons (including all fresh meats) remain; that every effort will be made to 
discharge the remainder of the dry (and nonperishable) provisions on Monday, and 
that arrangements have been made to receive the entire amount of the Culgoa's fresh 
meat at the Naples refrigerating plant, located at the Molo trapezoidale (mercantile 
harbor). 

Lieutenant Bianchini is to let me have definite information from Generals Mazza 
and Tarditi at 10 a m., Monday, his present idea being that, of the Culgoa's cargo, all 
the fresh meat will be used around Naples and of her other provisions 10 per cent will 
be distributed locally and the other 90 per cent will be sent to Messina and elsewhere 
as needed. 

As to the orders necessary to effect the proper distribution and accounting for sup¬ 
plies, I think the Culgoa will not need further directions, as the commanding officer 
has already issued detailed instructions which seem to me to be entirely adequate, 
with the exception of a brief order (draft of which I shall submit to you) to make final 
statement to the commander in chief in such shape as to facilitate consolidation and 
subsequent distribution of items according to bureaus having cognizance. 

I shall submit for your consideration, also, a very slightly modified copy of the Cul¬ 
goa's detailed orders as applicable to the Celtic. 

At the moment, however, I should like to ascertain your wishes in regard to Lieu¬ 
tenant Bianchini’s suggestion that a certain quantity of provisions be distributed 
through the Celtic's officers direct to individual sufferers where cases of real and urgent 
need exist in the several ports visited. He repeated this request several times; and, 
as I had (by your direction) requested that the names of persons in each place visited 
by the Celtic authorized to receive stores be ascertained as soon as practicable in 
advance and adequate steps be taken to arrange a specific schedule and thus expedite 
discharging the supply ship and at the same time hasten the work of relief, it occurred 
to me that, however advisable the direct distribution may be, it is somewhat at 
variance with the general plan which I understood you wished to have followed out. 

Before proceeding with this feature, therefore, I shall await a further expression of 
your wishes, as I think this particular point to be very important in view of the fact 
that the Italian authorities are obviously anxious to have at least a portion of the dis¬ 
tribution done by our personnel to the sufferers themselves, if you are willing. 

S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 

U. S. S. Connecticut (Flagship), 

Naples, Italy, January 17, 1909. 

29. The various points were at length settled, however, and the 
Celtic’s movements definitely detailed in the following orders (pre- 


44 OPERATIONS OP PAY DEPARTMENT OF ATLANTIC FLEET. 


pared by me in pursuance of the memorandum just quoted and in 
compliance with the wishes of the commander in chief): 

Office of the Commander in Chief 

United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 

Naples, Italy, January 19, 1909. 

Sir: In compliance with the desire of the assistant secretary of the Italian navy, 
it is requested that the following-named articles of clothing comprised in the cargo 
of the vessel under your command be delivered to the authorized representative of 
the Duchess of Andria at Naples: Two hundred pairs shoes, 200 undershirts, 200 
drawers, 200 dungaree suits, 200 working suits, 2,000 pairs socks. 

By direction of the commander in chief. 

S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 

The Commanding Officer, 

U. S. S. Celtic, Naples, Italy. 


Office of the Commander in Chief 

United States Atlantic Fleet 
U. S. S. Connecticut (Flagship), 

Naples, Italy, January 19, 1909. 

Sir: The entire cargo of the vessel under your command having been tendered to 
and accepted by the Italian Government for use in relieving the suffering caused by 
the recent disaster in southern Italy and in Sicily, you will proceed to deliver said 
supplies as promptly as practicable consistently with the instructions hereinafter 
contained. * 

2. Vice-Admiral Moreno, at Naples, commander in chief of the Italian Second Mari¬ 
time Department, has furnished the following list of officials who are authorized to 
receive and receipt for the supplies to be delivered for the several places named: 

At Palermo, Catania, and Syracuse the civil prefect. 

At Milazza, General Escard, of the Italian army. 

At Messina, the paymaster-general of the Italian army corps. 

At Reggio, the paymaster-general of the Italian army division. 

At GioraTauro, Bagnara, Scilla, and Cannetello, the Italian army officer commanding 
the local garrison. 

3. Lieut. A. L. Bianchini, of the Italian navy, has been detailed by his Government 
for special duty on board the vessel under your command until the delivery of the 
supplies has been completed. You will direct the pay officer to pay on public bill 
the amount of Lieutenant Bianchini’s living expenses on board, charging said expend¬ 
iture against the special relief appropriation. 

4. The accompanying three lists, marked A, B and C, show the quantities of each 
item apportioned for (A) delivery in Sicily, (B) delivery in Calabria, (C) direct 
distribution. 

5. You will exercise your discretion as to affording immediate and direct relief 
wherever, after due inquiry and careful consideration, you deem it necessary; and to this 
end it is especially enjoined upon you to cooperate with and avail yourself to the 
fullest possible extent of the services and counsel of Lieutenant Bianchini as the 
accredited representative of the Italian Government. 

6. Whatever supplies remain on board after all of the places mentioned have been 
visited will be delivered to the army paymaster-general at Messina, except fresh 
meat which will be brought back to Naples and placed at the disposition of Vice- 
Admiral Moreno. 

7. As there is no shelter for shipping along the Calabrian coast, the order in which 
visits will be made to the various ports of call must be left to your discretion. 

8. Orders have been given by General Mazza, commanding in Sicily, and General 
Tarditi, commanding in Calabria, that the responsible officials, hereinbefore desig¬ 
nated, shall sign receipts for supplies delivered to them for distribution. Such 
receipts will be made out without prices or values; but regular expenditure invoices 
with prices shown and value extended will be rendered by the pay officer with his 
cargo accounts, said memorandum receipts being attached thereto, and a certified 
copy of each such invoice will be promptly forwarded to the Navy Department 
together with detailed report showing issues made at each point. 



OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


45 


9. The shore authorities have been officially directed to provide boats for conveying 
all supplies from the Celtic to the shore, but this should not preclude you from lending 
all assistance in your power, employing the ship’s boats for this work when necessary 
and practicable. 

10. In order to facilitate direct distribution in individual cases, you will, in writing, 
designate certain officers of the Celtic to act as relief agents and authorize them to 
receive and receipt for supplies committed to their care for distribution. Such offi¬ 
cers will in each case make to you a written report in detail as to the disposition of 
said supplies, a duplicate thereof to be forwarded to the pay officer to be filed with 
his returns. 

11. Until January 27, 1909, you will keep the commander in chief advised as to all 
of your movements. After that date such reports will be made to the Bureau of 
Navigation direct. 

12. The above instructions have been made in detail with a view to aiding you in 
commencing the work without delay, but much must be left to your discretion. 

* * * * * * * 

Respectfully, C. S. Sperry, 

Bear-Admiral , U. S. Navy, 
Commander in Chief United States Atlantic Fleet. 

The Commanding Officer, 

U. S. S. Celtic , Naples, Italy. 


List A. 


January 19, 1909. 


Showing approximate quantities of relief supplies to be delivered by the U. S. S. 
Celtic within the limits of the command of General Mazza—Sicily and Reggio. 
(Subject to modification in the discretion of the commanding officer of the Celtic.) 



Palermo. 

Milazzo. 

Messina. 

Reggio. 

Catania. 

Syracuse. 

Meat, fresh. 


35.200 

52,800 

140,800 

110,000 

48,400 

22,000 

Eggs. 

.number.. 

10,000 

14,000 

46,000 

40,000 

14,000 

6,000 

Butter, tub. 

.pounds.. 


6,600 

15,400 

11,000 



Potatoes. 

.do_ 


6, 600 

19,800 

15,400 

7,700 


Ham. 

.do_ 


8,800 

16,060 

13; 200 


Vegetables. 

.do_ 

8,360 

8,800 

50'600 

44', 000 

22,000 

11,000 

Fruits. 


6, 600 

13,200 

3,960 

33,000 

15,400 

5,720 

Flour. 

.do.... 



55,000 

44,660 



Sugar. 

.do.... 


24,200 

33,000 

26,080 


• 

Rpvprages. 

.do_ 


8,360 

17,600 

13,200 



Milk.. .X. 

.do_ 

3,014 

5,500 

13; 200 

9; 900 

5,500 

1,760 

Bacon. 

.do_ 

4,290 

4,400 

8,800 

6,600 

4,400 

1,760 

Lard. 


3,080 

3,300 

6,600 

4,400 

3,300 

1,320 

Butter, tins. 

.do_ 

2,400 

2,200 

5,500 

3,300 

2,200 

1,100 

Pork. 

.do_ 

1,320 

1,760 

4,400 

3,300 

1,760 

660 

Ham, tins. 

.do_ 

1,320 

1,100 

2,420 

1,980 

1,100 

880 

Onions. 

.do_ 

880 

2,200 

6,600 

5,500 

660 

660 

Beef, chip. 

.do_ 

660 

550 

1,210 

990 

550 

440 

Oatmeal. 


330 

440 

1,210 

990 

440 

330 

Cornmeal. 

.do_ 

330 

440 

990 

770 

440 

330 

Macaroni. 

...do_ 

220 

440 

880 

660 

440 

220 

Rice. 

.do_ 

880 

495 

880 

660 

440 

330 

Truegg. 

.do_ 

165 

220 

550 

495 

220 

110 

Homin v 

.do.... 

132 

165 

440 

330 



Shnps 

.pairs.. 


250 

1,000 

1,250 




.. .do_ 


2,900 

7,000 

7,000 



TTnHpr^hirt.s 

.number.. 


500 

1,000 

1,500 



Ttrawprs 

.pairs.. 


500 

1,000 

1,000 



"D 11 n fra rpps 

.suits.. 


300 

1,500 

1,500 



WnrU-inci' suits 

_number.. 


400 

1,200 

1,000 



ItfpHipal U»oyp<n 

do 


(a) 

( b ) 



'Ton tc 

dn 


( b ) 










a For 200 men. 


b For 400 men. 

















































































46 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET 


List B. 


January 19, 1909. 


Showing approximate quantities of relief supplies to be delivered by the U. S. S. 
Celtic within the limits of the command of General Tarditi, Calabria. (Subject to 
modification in the discretion of the commanding officer of the Celtic.) 


Meat, fresh.... 

Lggs. 

Butter, tub... 

Potatoes. 

Ham. 

Vegetables.... 

Onions. 

Fruits. 

Sugar.... 

Beverages.... 

Milk. 

Bacon. 

Lard. 

Butter, tin... 

Pork. 

Ham, tin. 

Beef, chip.... 

Oatmeal. 

Cornmeal. 

Macaroni. 

Rice. 

Hominy. 

Flour.. 

Shoes. 

Socks. 

Undershirts.. 

Drawers. 

Dungarees.... 
Working suits 



Giora 

Tauro. 

Bagnara. 

Scilla. 

Canne- 

tello. 


None. 

None. 

None. 

None. 

number.. 

6,000 

3.0C0 

3,000 

3,000 

.pounds.. 

3, ?00 

1,650 

1,650 

1,650 

_do_ 

4.950 

2,475 

2,475 

2,475 

_do_ 

4,070 

2,035 

2,035 

2,035 

_do_ 

11,792 

5,896 

5,896 

5,896 

... do_ 

1,310 

660 

660 

660 


440 

220 

220 

220 

_do_ 

6,688 

3,344 

3,344 

3,344 

_do_ 

1,760 

880 

880 

880 

_do_ 

1,760 

880 

880 

880 

_do_ 

1,760 

880 

880 

880 

_do_ 

1,170 

585 

585 

585 


440 

220 

220 

220 


2,640 

1,320 

1,320 

1,320 

_do_ 

440 

220 

220 

220 

_do_ 

616 

308 

308 

308 

_no_ 

880 

440 

440 

440 

_do_ 

660 

330 

330 

330 

_do_ 

440 

220 

220 

220 

_do_ 

220 

110 

110 

110 

_do_ 

132 

166 

66 

66 


None. 

None. 

None. 

None. 

.. .pairs.. 

200 

100 

100 

100 

....do.... 

1,600 

800 

800 

800 

number.. 

400 

200 

200 

200 

.. .pairs.. 

200 

100 

100 

100 

.. .suits.. 

400 

200 

200 

200 

number.. 

200 

100 

100 

100 


List C. 


January 19, 1909. 


Showing approximate quantities of relief supplies for direct distribution in Italy 
and Sicily, in the discretion of the commanding officer of the U. S. S. Celtic: 


Meat, fresh... 

Eggs.. 

Butter, tub..., 

Potatoes. 

Ham, barreled, 
Vegetables.... 

Fruits.. 

Flour.. 

Sugar.. 

Beverages. 

Milk. 

Bacon. 

Lard.. 

Butter, tins... 

Pork. 

Ham, tins. 

Onions.. 

Beef, chip_ 

Oatmeal. 

Corn meal_ 

Macaroni.. 

Rice. 

Truegg. 

Hominy.. 

Shoes. 

Socks.. 

Undershirts... 

Drawers. 

Dungarees.... 
Working shirts 


.pounds.. 
number.. 
.pounds.. 

116, 800 
9, 000 
1,250 
13,125 
10, 765 
1,760 
39, 020 
340 
None. 
9,440 

.pounds.. 


6, 726 


350 


74 

None. 

200 

.pounds.. 


100 


200 


60 


60 


50 


40 


765 


240 


603 


300 


2, 000 

number.. 

300 


300 


300 


300 














































































OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 47 

30. The values of the various supplies furnished the Italian suf¬ 
ferers are shown in the following report: 

United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 
Hampton Roads , Fa., February 28, 1909. 

Sir: In compliance with paragraph 3 of your order No. 4295, of January 17, 1909, 
I have the honor to submit the following consolidated report of stores issued for the 
relief of Italian earthquake sufferers: 


Ship. 

Provisions. 

Clothing 
and small 
stores. 

Equip¬ 

ment. 

Marine. 

Medicine 

and 

surgery. 

Total. 

Culgoa. 

$137,920.01 
11.75 

$3,149.72 
151.60 
755.00 

$55.40 
559.49 


$1,003.06 
339.23 

$142,128.19 
1,142.20 
755.00 
79.81 
18.16 

Yankton. 

$80.13 

Illinois. 

Connecticut. 

79.81 




Scorpion. 




18.16 

Total. 





138,011.57 

4,056. 32 

614. 89 

80.13 

1,360. 45 

144,123. 36 



* * * 
Very respectfully, 


The Commander in Chief. 


* * * * 

S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 


31. As soon as it had been definitely decided to present all of 
the provisions of both supply ships to the Italian disaster sufferers, 
the department cabled to the commander in chief asking what quanti¬ 
ties of each item of provisions would need to be shipped via the 
steamship Carmania , which would arrive at Gibraltar about January 
25. The commander in chief at first replied that whatever supplies 
were needed could be purchased in Europe. A further inquiry, 
however, being received from the department along the same lines 
as the former query, the commander in chief stated how much of 
each article would be necessary to carry the fleet into Hampton 
Roads. 

32. A few days later cable advice was received from the depart¬ 
ment to the effect that the Carmania was not available and inquiring 
whether it would be practicable to receive the same supply of fresh 
provisions from the steamship Republic , scheduled to arrive at 
Gibraltar just before the fleet itinerary called for departure for Hamp¬ 
ton Roads. The reply of the commander in chief was to the effect 
that the cargo would be immediately discharged from the Republic 
and distributed among the various vessels of the fleet. 

33. On the afternoon of January 24, the flagship being then in the 
port of Villefranche, France, the commander in chief received a 
cablegram from the department stating that the steamship Republic 
had that day sunk off Nantucket, with all the fresh provisions for the 
Atlantic Fleet on board. 

34. The situation brought about by this information was very 
grave indeed. The fleet was scattered all over the Mediterranean 
Sea, certain vessels being in fairly large ports, while others were at 
comparatively unimportant cities, and others still at least one 
division—were actually at sea at the time en route for the rendezvous 
at Gibraltar. As indicated in a preceding paragraph, the quantities 
of provisions other than fresh on board the various vessels were about 































48 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 

sufficient to last throughout the voyage home; but these quantities 
were not proportionately distributed—some vessels having a large 
excess of one kind of nonperishable stores with a corresponding con¬ 
siderable deficiency in certain other necessary articles, and vice 
versa. There was, of course, no use trying to figure on getting any¬ 
thing to speak of at Gibraltar for so large a number of men; and it 
was consequently necessary to act immediately and start the ma¬ 
chinery of relief supply in operation in the promptest and most 
effective manner possible. It was under these circumstances that 
the commander in chief gave me the orders quoted in paragraph 1 
of this report, in pursuance of which I left Nice, France, on the 
evening of January 24 and arrived in Marseille at midnight. 

35. There was no way of determining upon the names of possible 
bidders, and the only information I could gain was in the shape of 
a very dim personal recollection of the names of two ship chandlers— 
Venture and Romano—whom I happened to remember having 
received bids from when I was in France some fourteen years ago. 
I accordingly telegraphed to Venture to meet me upon my arrival 
and to Romano to call at the office of the American consulate-general 
early the next forenoon. 

36. Mr. Venture appeared very early in the morning; and he at 
once submitted prices, which, under the circumstances, seemed fairly 
reasonable, for both fresh meats and fresh vegetables. He was most 
anxious, however, to have the order placed before anyone else could 
be consulted, and, at his request, I went with him to see several of 
each kind of the various articles which he proposed to furnish. He 
endeavored to impress it upon me that, if it became known that I 
was in the market for so large an emergency supply of fresh provi¬ 
sions, the dealers would most probably get together and run the prices 
up on me. This sounded very plausible to me, but I told him that 
I had already communicated with another ship chandler and it would 
therefore be entirely out of place for me to award the order without 
at least seeing him. 

37. Meanwhile the hour had arrived when I had requested Mr. 
Romano to meet me at the American consulate-general, and he was 
there at the appointed time and apparently just as anxious to get the 
bid as was Mr. Venture. After some preliminary conversation with 
them and with the officials of the consulate-general, I requested both 
of these dealers to bring me written bids at 2 o’clock that afternoon. 
During the intervening hours I went all around the city in company 
with an employee of the consulate-general trying to see if I could 
not get additional bids for either the meats or the vegetables, but 
none of the firms who usually handle these articles in large quantities 
were willing to attempt it. Then I visited the Credit Marseille (the 
local Bradstreet’s), where I learned that both Venture and Romano 
were sufficiently reputable and had enough money at their command 
to properly handle the contract if awarded to them. 

38. At 2 o’clock the bids were opened by me in the presence of 
both of the bidders and of Paymaster J. R. Sanford, U. S. Navy, of 
the U. S. S. New Jersey , and Capt. J. C. Beaumont, U. S. Marine 
Corps, of the U. S. S. Georgia. I was surprised and amused to find 
that the highly developed American practice of submitting “ bal¬ 
anced bids” was well known in Marseille; so that, although the 
prices on several of the articles offered in the Venture bid were some- 


OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 49 

what lower than in the Romano bid, the latter was decidedly cheaper 
on both vegetables and meats when taken as a whole. 

39. After it was known that Romano would receive the order, but 
before the contract was actually drawn, the following telegrams were 
received from the commander in chief: 

Ville Franche, January 25, 1908. 

Admiral Wainwright, 

Marseille: 

For fleet paymaster’s information: “Have shipment frozen meat from New Zealand 
arriving Gibraltar February 2 and can quote for any supplies required. Signed, 
Borthwick, Ely Place, London.” 

Sperry. 


Admiral Wainwright, 

Marseille: 


Ville Franche, January 25, 1908. 


Culgoa expects arrive Marseille Wednesday afternoon. Please inform McGowan. 

Sperry. 


40. The substance of my reply was that I purposed to place the 
order with Romano, as I did not believe it safe to place further reli¬ 
ance on any provisions which were afloat and might arrive too late 
for our use. 

41. In order, however, to avoid the slightest possibility of a famine 
in the event that the Marseille contract should turn out badly, I 
cabled to Borthwick, London, asking for quotations on his Australian 
cargo, to which I received the following reply: 


Hinds beef, 3|; fores, 3R sheep, 3f; lamb, 6. 
McGowan, Hotel Regina, Marseille. 


M. De London, 

1651 14 2112H36 SR. 

Borthwick. 


I cabled Borthwick asking for more detailed information, in reply 
to which came the following cablegram: 

De London, 

1163 49 28 11H46. 

We can supply New Zealand hind quarters beef 3| per pound; fore quarters, 31; 
sheep, 3f; lamb, 6; delivered Gibraltar by steamer Kaipara , due Gibraltar February 1. 
We are British Government contractors, Gibraltar, and have local agents who will give 
every attention. 

Borthwick. 

McGowan, 

Fleet Paymaster, American Fleet, Marseille. 


42. Being anxious to have all the information possible, and in 
particular something specific in the way of prices, I again wired 
Borthwick asking him whether his quotations were in pence, in 
reply to which the following cablegram reached me at Gibraltar: 

Gibraltar Station, January 30, 1909. 

McGowan, 

Fleet Paymaster, American Squadron, Gibraltar: 

Quotations are in pence. We have 400 tons beef, 300 tons mutton, 100 tons lamb 
on Kaipara. Have instructed our Gibraltar agent, Moseley, to communicate with you. 

Borthwick. 


49710°—S. Doc. G46, 61-2-4 




50 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


43. Meanwhile, after consultation with the senior officer present 
(Rear-Admiral Richard Wainwriglit, U. S. Navy, commanding the 
Second Division), I entered into the following contract with P. H. 
Romano: 

This contract of two parts, made and concluded this 26th day of January, 1909, by 
and between P. II. Romano, of Marseille, France, party of the first part, and the United 
States, by Pay Inspector Samuel McGowan, U. S. Navy, acting under the direction 
of the Secreatry of the Navy, party of the second part, witnesseth that for and in con¬ 
sideration of the payments hereinafter specified, the party of the first part hereby 
covenants and agrees to and with the party of the second part, as follows:. 

That the said party of the first part will, at his own risk and expense, furnish, deliver, 
and stow on board the U. S. S. Culgoa (alongside the wharf in the harbor of Marseille, 
France) the following quantities of fresh provisions at the respective prices stated 
opposite each: 

200,000 pounds, beef, at. $0. 615 francs per pound. 

30,000 pounds, mutton, at.64 francs per pound. 

20,000 pounds, veal, at.82 francs per pound. 

10,000 pounds, pork loin, at.82 francs per pound. 

350,000 pounds, potatoes, at. 0376 francs per pound. 

40,000 pounds, onions,, at.10 francs per pound. 

20,000 pounds, cabbage, at.08 francs per pound. 

That any of the quantities hereinbefore mentioned may be decreased or increased 
10 per cent in the discretion of the party of the second part. 

That, in the discretion of the senior United States naval officer present, delivery of 
a quantity not to exceed one-fourth of any article hereinbefore specified shall be made 
on board the U. S. S. Georgia , U. S. S. Nebraska, U. S. S. New Jersey, and U. S. S. 
Rhode Island —distributed in his discretion—deliveries to the U. S. S. Georgia and 
U. S. S. Nebraska to be completed by 6 o’clock postmeridian, January 26, 1909, and 
deliveries to the U. S. S. New Jersey and U. S. S. Rhode Island to be completed by 6 
o’clock post meridian, January 27, 1909. 

That the fresh provisions required under this contract to be delivered to the U. S. S 
Culgoa shall be delivered and stowed as hereinbefore set forth on board said vessel 
by 12 o’clock meridian, Friday, January 29, 1909. 

That the quantity and quality of all provisions covered by this contract shall be 
determined by inspection (including, if so desired by the party of the second part, 
the assistance of an expert civilian inspector) by the respective pay officers of the 
several vessels to which said provisions are delivered; and the quality of said pro¬ 
visions shall in each case conform to the following specifications: 

Beef, fresh: To be in good quality and condition, fit for immediate use, and from 
fore and hind quarter meat proportionately, including all best cuts, no carcass to 
weigh less than 600 pounds nor more than 800 pounds when trimmed. . Necks to be 
cut off perpendicularly to the line of the vertebrae, leaving but three cervical vertebrae 
on the carcass; the shanks of fore quarters to be cut off at kneejoint and of hind quar¬ 
ters at the hock joint (commercial cut) and, to compensate for the shank bone thus 
allowed to remain, 2J pounds will be deducted from the weight of each fore quarter 
and 3^ from each hind quarter. According to the ordinary commercial practice of the 
locality sides may be delivered severed with all ribs on the fore quarters, or with 1, 
2, or 3 ribs on the hind quarter. With all ribs on the fore the quarters shall equal in 
weight fores 54 per cent and hinds 46 per cent of the delivery; with 1 rib on hinds 
the average in weight shall be fores 52 per cent and hinds 49 per cent, and with 3 ribs 
ribs on the hinds, fores and hinds should average the same in weight. Necks, kidney 
fat, beef from bulls and stags and from all females will be excluded from delivery. 

Pork loins, fresh: To be of the best quality, averaging 12 to 16 pounds and under 
from good healthy hogs in perfect condition; loins from stags excluded. 

Veal, fresh: To be from the best quality of native calves; to be delivered in sides 
weighing not less than 35 pounds nor more than 70 pounds. The veal shall be in per¬ 
fect condition and from well-nourished animals. The carcass to be trimmed with 
heads cut off at the first vertebral joint; the shanks of the fore quarters shall be cut 
off at the kneejoint and of the hind quarters at the hock joint; heads and shanks shall 
be excluded from delivery. 

Mutton, fresh: To be of good, fat, marketable quality from wethers over 1 and under 
3 years old; the carcasses to be trimmed with heads cut off at the first vertebral joint; 
the shanks of the fore quarters to be cut off at the kneejoint and of hind quarters at 
the hock joint. The weight of the dressed carcass of mutton to be not less than 45 nor 
more than 60 pounds. Hearts, livers, and lungs to be excluded from delivery. 









OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


51 


Potatoes, Irish: To be selected stock, of standard market sorts, sound, round or oval 
in shape, free from scab, and not less than 2 inches in smallest diameter. To be deliv¬ 
ered in stout gunny cloth sacks. 

Onions, main crop: To be select, sound bulbs, No. 1 quality, free from sprouts or 
growing stock; to be delivered in slatted crates. 

Cabbage, early or late: To be selected stock, solid heads, of medium size, closely 
trimmed, and free from all burst stock. 

That, in the event of deterioration of any of the provisions covered by this contract 
before thirty days shall have expired after date of delivery thereof, the party of the 
first part shall refund to the United States the full purchase price thereof, unless it be 
determined by a board of survey duly approved by the commander in chief, United 
States Atlantic Fleet, that such deterioration was attributable to fault or negligence 
on the part of an agent or agents of the party of the second part. 

That, if the party of the first part shall in any manner fail to make satisfactory deliv¬ 
ery of any of the articles hereinbefore mentioned at the specified time, then the party 
of the second part shall have the right to procure such articles of a satisfactory quality 
and sufficient quantity in the open market and charge the cost thereof to the account 
of the party of the first part who hereby agrees to pay the same without protest or 
litigation. 

That the said party of the second part hereby covenants and agrees to and with the 
said party of the first part that, upon completion of satisfactory delivery as hereinbe¬ 
fore specified to any of the vessels named and upon presentation of the customary bills 
(certified in duplicate by said party of the first part, thus: “Correct and just; pay¬ 
ment not heretofore received”) the pay officer of said vessel shall pay the amount 
thereof according to the prices hereinbefore stated, in French gold; Provided, how¬ 
ever , That payment for the provisions delivered to the U. S. S. Georgia , U. S. S. Ne¬ 
braska, U. S. S. New Jersey , and U. S. S. Rhode Island may be made in British gold at 
the American equivalent (the pound sterling being worth $4.8665 and the franc being 
worth $0,193). 

44. The supply ship Culgoa arrived and tied up alongside the 
custom-house wharf Wednesday afternoon, January 27, and I handed 
the commanding officer a copy of the Romano contract. From that 
time on until the hour of sailing, the pay officer of the Culgoa and I 
kept in constant touch with the contractor, visiting the government 
abattoir from time to time and carefully examining the animals both 
before and after killing. We also visited the markets with a view to 
both scrutinizing the supply of vegetables being obtained there and 
keeping an eye out for purchases on account in the event that the 
contractor showed indications of failing to make prompt and satis¬ 
factory delivery. 

45. The inspection of meats and vegetables upon delivery along¬ 
side the Culgoa was made under the personal and immediate super¬ 
vision of the pay officer of that vessel, who personally saw every piece 
of meat and every bag of vegetables that he possibly could see with¬ 
out neglecting his other duties in connection with the contract. 

46. Every effort was made to expedite the delivery and loading; 
and, when the Culgoa sailed for Gibraltar exactly as per order at noon 
on Friday, January 9, we had on board practically everything that 
was needed, as shown by the following wireless message sent from 
the Culgoa the next day: 

Admiral Sperry, Connecticut: 

Culgoa brings to Gibraltar on Marseille fleet contract 327,000 pounds potatoes, 32,880 
onions, 24,000 mutton, 18,700 veal, 134,300 beef, 9,000 pork, 11,244 cabbage, additional 
to 18,697 beef, 3,796 veal, 3,511 mutton, 900 pork sausage, 900 frankfurters, 621 pork, 
25,000 potatoes, 7,110 onions, 2,190 cabbage, already drawn by Rhode Island and New 
Jersey. I think this will be sufficient for fleet to Hampton Roads. Borthwick cables 
from London, however, that his steamer Kaipara arrives Gibraltar February 1, and 
his agent can supply any desired quantity frozen beef at about 7 cents and mutton at 
about 7\ cents per pound. 


McGowan. 


52 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


47. The following recapitulation compiled from individual fleet 
reports relates to provisions issued, sold, surveyed, and lost on board 
the 16 battle ships ( Connecticut, Vermont, Kansas, Minnesota, Geor¬ 
gia, Nebraska, New Jersey, Rhode Island, Louisiana, Virginia, Mis¬ 
souri, Ohio, Wisconsin, Illinois, Kearsarge, and Kentucky) for the 
three hundred and five days ending January 31, 1909; the average 
number of persons subsisted being 13,250: 


Articles. 


Beverages. 

Bread. 

Cereals and starch food. 
Eggs: 

Dried. 

Fresh. 

Fruit: 

Canned. 

Dried. 

Fresh. 

Meats: 

Fresh. 

Preserved. 

Salt. 

Smoked. 

Milk. 

Pickles. 

Vegetables: 

Canned. 

Dehydrated. 

Dried. 

Fresh. 

Baking powder. 

Baking soda.. 

Butter. 

Catsup.. 

Cheese. 

Extract, flavoring. 

Hops. 

Lard. 

Macaroni. 

Mince meat.. 

Mustard. 

Oil. 

Pepper. 

Salad dressing. 

Salt. 

Spices.. 

Sugar.. 

Sirup. 

Vinegar. 

Worcestershire. 

Yeast. 


.pounds. 

_do... 

_do... 

number. 
_do... 

.pounds. 

_do... 

_do... 

_do... 

_do... 

_do... 

_do... 

_do... 

. .dozen. 

.pounds. 

_do... 

_do... 

_do... 

_do... 

_do... 

_do... 

_do... 

_do... 

_do... 

_do... 

_do... 

_do... 

_do... 

_do... 

.gallons. 

.pounds. 

.gallons. 

.pounds. 

_do... 

. ..do... 

_do... 

_do... 

_do... 

— do... 


Expendi¬ 
ture by 
classes for 
305 days. 


331,095 

3,412,317 

214,334 

29,033 

1,263,408 

355,482 
145,622 
110,569 

3,816,410 

663.312 
154,519 

533.312 
315,107 

87,045 

664,700 
91,783 
90,063 
5,120,452 
13,626 
1,652 
391,678 
5,741 
32,794 
1,024 
5,022 
152,590 
35,160 
500 
2,842 
279 
7,201 
301 
128,453 
2,897 
898.785 
9,715 
8,651 
790 
1,969 


0 

Average 
expendi¬ 
ture for 
one day. 


1,086 

11,188 

702 

95 

4,142 

1,165 

477 

363 

12,513 
2,175 
507 
1,749 
1,033 
287 

2,179 
301 
295 
16,788 
45 

5 

1,284 
19 
108 
3 
16 
500 
‘ 115 
2 
9 
1 
24 
1 

421 

9 

2,947 

32 

28 

2 

6 


48. The Culgoa arrived at Gibraltar on the morning of February 1, 
1909; and, as soon as I could return to the flagship, the general signal 
went out calling for itemized requisitions from each ship for sufficient 
fresh provisions to last until after arrival at Hampton Roads, Febru¬ 
ary 22. 

49. The contents of these requisitions and an outline of the action 
necessitated thereby is shown in the following memorandum and 
exhibits: 

MEMORANDUM FOR THE CHIEF OF STAFF. 

I submit herewith: (A) Tabulated statement of individual fresh provisions requi¬ 
sitions submitted by ships at Gibraltar to-day for the homeward voyage. (B) Com¬ 
parative totals on board Culgoa and on requisitions. (C) Statement of changes made 


















































OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 53 


in meats on each ship’s requisition and net deficit of each ship as deduced from com¬ 
parison of what she asks for and what she is allotted. (D) Issue table which I recom¬ 
mend for promulgation. 

It will be seen that we need 34,387 pounds more fresh meat; this additional amount 
being readily procurable in either of three ways: (1) By purchase outright of the total 
quantity of fresh meats in the local market; (2) by a careful redistribution of an 
equivalent of the surplus canned, smoked, and salt meats already on board various 
vessels of the fleet, and purchase (if necessary) of 12,000 pounds which Saccone tells 
me he has in stock; (3) by purchase from the cargo of the steamer Kaipara due here 
from New Zealand February 4. I suggest these plans as worthy of your consideration 
in the order mentioned. If fresh meat is to be purchased, I think the local market 
more dependable, though it may prove higher in price than the Kaipara. Experience 
makes me skeptical concerning anything that is afloat and not yet arrived. Potatoes, 
onions, and cabbage are all on hand slightly in excess of requisitions—the excess being: 
In potatoes 80,000 pounds, onions 8,680 pounds, cabbage 1,375 pounds; total, 90,055 
pounds. As this is only about 5,500 per ship, however, I have thought it best to 
increase the amounts on requisitions accordingly, and I recommend that the issue 
table be made compulsory. As 34,387 pounds of fresh meat is, on the average, less 
than three days’ consumption for the fleet, I am not sure but that direct inquiry might 
develop the fact that, even as reduced, the quantities to be issued will last well over 
February 22. Still, I believe that, unless you care to insist on a categorical and 
detailed reply from each ship after the allotment is known, the additional meats had 
better be secured at once. 

S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 

U. S. S. Connecticut (Flagship), 

Gibraltar, February 1, 1909. 


A. 


— Tabulated statement of fresh provisions requisitions sudmitted by ships at Gibraltar. 


Ship. 

Beef. 

Pork., 

Veal. 

Mutton. 

Miscel¬ 

laneous. 

meats. 

Potatoes. 

Onions. 

Cabbage. 

Pnnnprt.icnt, 

Pounds. 
5,000 
2,000 
3,000 
15,000 
10,825 
10,725 
4,000 
7,000 
15,000 
10,000 
10,000 
11,000 
12,000 
6,000 
7,000 
9,000 

Pounds. 

Pounds. 

Pounds. 

Pounds. 

Pounds. 

Pounds. 

2,000 

Pounds. 





2,000 

1,800 

1,200 

5,000 

15,000 


Kansas. 

Minnpsnt.a 

3,000 

3,000 

625 

625 

3,000 
2,500 
1,250 
1,250 


1,000 

1,000 

Georgia. 

Nebraska. 

XTpw Tpr<ipv 

1,500 

1,500 

15,000 

25,000 

2,000 

3,000 

1,250 

1,250 


3,000 

5,000 

3,000 

2,000 

3,000 

1,000 

2,000 




25,000 
20,000 
31,500 
22,000 
25,000 
17,000 
15,000 
15,000 
12,000 
4,500 



Louisiana. 

Virginia. 

Missouri. 

Ohio 

3,000 

2,100 

2,090 

600 

600 

1,000 

1,500 

1,725 

4.400 
6,000 

1.400 
800 
650 
750 

3,000 

3,000 

2,000 

1,000 

2,000 

2,000 

2,100 
700 
1,000 

Wisconsin. 

Illinois. 

1,000 

1,000 

600 

500 

2,500 

800 

700 

500 

1,000 

Kentucky. 

Pnnthpr 

3,000 

3,500 

2,500 

700 

2,000 

700 

Total. 




137,550 

32,750 

20,700 

7,200 

22,225 

247,000 

24,200 

11,000 


U. S. S. Connecticut (Flagship), 

Gibraltar, February 1, 1909. 






























































54 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


B. —Comparative totals of fresh provisions on hoard Culgoa and on requisition by ships 

February 1 , 1909. 



Culgoa. 

\ 

Requisi¬ 

tions. 

Supply is— 

Over. 

Under. 


Pounds. 
134,338 
24,000 
18, 700 
9,000 

Pounds. 
137,550 
7,200 
20,700 
32, 750 

Pounds. 

Pounds. 
3,212 

Mnf.t.nn . 

16,800 

Veal . 

2,000 
23, 750 



Total. 


186,038 

198,200 

16,800 

28,962 



Pounds. 

Under supply...- 28, 962 

Over supply. 16, 800 


Pounds. 

Under supply...- 28, 962 

Over supply. 16, 800 


Net deficit. 12,162 

Plus total of fresh meats asked for which we have none of (see Table A, mis¬ 
cellaneous). 22,225 


Total meat deficit. 34, 387 


Total meat deficit. 34, 387 



Culgoa. 

Requisi¬ 

tions. 

Surplus. 

Potatoes. 

Pounds. 

327,000 

32,880 

12,375 

Pounds. 

247,000 

24,200 

11,000 

Pounds. 
80,000 
8,680 
1,375 

Onions. 

Cabbage. 

Total. 

372,255 

282,200 

90,055 



U. S. S. Connecticut (Flagship), 

Gibraltar , February 1, 1909. 


Statement showing deductions from and additions to amounts of fresh meats requisitioned 
by vessels at Gibraltar; also net amount still due each ship. 

C. 


Ship. 

Allotted less than requisitioned— 

Allotted 

more 

mutton. 

Net 

deficit. 

Beef. 

Pork. 

Veal. 

Miscel¬ 

laneous. 

Connecticut. 

Pounds. 

Pounds. 

Pounds. 

Pounds. 

Pounds. 

Pounds. 

Vermont. 




2,000 

1,800 

1,200 

2,000 
3,200 
2,700 
1,450 


Kansas. 


2,200 

2,200 

625 

625 

1,000 

1,800 

1,200 

Minnesota. 

500 

825 

725 

Georgia. 


Nebraska. 



1,350 

New Jersey. 




Rhode Island. 


2,200 

4.200 

2.200 
1,200 
2,200 

100 

1,100 



2,200 
1,500 
2,531 


Louisiana. 

500 

331 

1,000 

1.500 

1,725 

4.400 
6,000 

1.400 
800 
650 
750 

5,700 
1,725 
5,600 
7,412 
1,400 
1,900 
650 
2,850 
2,800 

Virginia. 

Missouri. 


Ohio. 



788 

431 

Wisconsin. 

331 


Illinois. 


Kearsarge. 




Kentucky. 


2,100 

2,800 



Panther.*. 




Total. 





3,212 

23, 750 

2,000 

22,225 

16,800 

34,387 


U. S. S. Connecticut (Flagship), 

Gibraltar, February 1, 1909. 










































































































OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 

D. 

ISSUE TABLE. 


55 


Connecticut.. 
Vermont.... 

Kansas. 

Minnesota... 

Georgia. 

Nebraska.... 
New Jersey.. 
Rhode Island 
Louisiana.... 

Virginia. 

Missouri. 

Ohio. 

Wisconsin... 

Illinois. 

Kearsarge 
Kentucky 
Panther. 

Total.. 


Ship. 


Beef. 


Pounds. 


Pork. Veal. 


Pounds. Pounds. 


Mutton. 


Pounds. 


Potatoes. Onions. 


Pounds. Pounds. 


Cabbage. 


Pounds. 


5,000 
2,000 
3,000 
14,500 
10,000 
11,000 
4,000 
7,000 
14, 500 
9,669 
10,000 
11,000 
11,669 
6,000 
7,000 
9,000 




2,000 

3,200 

2,700 

2,950 

1,500 

800 

800 

2,000 

2,500 

1,250 

1,250 

800 


2,200 

800 

2,000 

2,100 

800 

2,100 

3,131 

800 

2,000 

1,000 

800 


788 

900 

1,000 

1,231 

900 

1,000 



600 

700 

900 

500 

500 

700 

2,500 



5,000 
10,000 
20,000 
5,000 
20,'000 
30,000 
5,000 
30,000 
25,000 
36,500 
27,000 
30, 000 
22,000 
20,000 
20,000 
17,000 
4,500 


2.500 1,000 

.500 . 

1.500 1,000 

500 . 


2.500 

3.500 
500 
500 

3,500 

3.500 

2.500 

1.500 

2.500 
2, 500 


1,250 

1,250 


2,100 
1,000 
1,000 


1,000 


500 . 

3,000 2,000 

700 700 


134, 348 


9,000 


18,700 


24,000 


327,000 


32,200 


12,300 


U. S. S. Connecticut (Flagship), 

Gibraltar , February 1 , 1909. 

50. A compulsory issue table was immediately promulgated in 
accordance with my suggestion and the Culgoa proceeded to dis¬ 
charge her cargo with the usual promptness. 

51. Hardly had this work been commenced, however, when there 

arose * * * a condition which rapidly became known through¬ 

out the fleet, and which, during the course of a very few hours, caused 
almost a panic and produced a situation so grave as to threaten real 
disaster. The meats obtained in Marseille were not frozen, for the rea¬ 
son that such meats were not to be obtained either there or anywhere 
else in reach of Gibraltar. Consequently the Culgoa's meat cargo was 
in this instance not hard and Arm as it had always hitherto been; but 
the meat was just what would have been expected, remembering that 
the animals were killed in Marseille within ten days from the time that 
the meat was delivered to the battle ships at Gibraltar. Large quanti¬ 
ties—in fact the entire amount received on the Minnesota , and practi¬ 
cally all received by the Kearsarge and Wisconsin —were immediately 
surveyed and condemned, the result being that nearly all the com¬ 
missary stewards in the fleet became alarmed, and the news spread 
like wildfire that the entire cargo of the Culgoa was spoiled and 
absolutely unfit for issue. 

52. The commander in chief directed me to get the real facts in 

the case and to handle the situation with fairness but firmness. I 
sent for all the pay officers in the fleet and required of each a cate¬ 
gorical statement concerning the exact conditions existing in his 
department and specifically what he himself knew as to the condition 
of the meat received, if it had already come on board; also as to the 
quantities of various nonperishable meats in his department. The 
information I received, while less alarming than the rumors which 
had been flying around the fleet and ashore, varied all the way from 
very bad to very good in so far as related to the quality and condition 
of the meat received. * * * 

53. In this connection it is worthy of record that in several 
instances persistent questioning by me developed the fact that it 

























































56 


OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


was the cold storage of the ships that needed survey and not the 
Marseille meat. 

54. In view of the panicky feeling prevailing throughout the 
fleet, however, and of the fact that some 33,000 pounds of beef less 
than was figured on had been brought from Marseille by the Culgoa, 
I was meanwhile keeping in constant communication with the agent 
of the steamship Kaipara, due at Gibraltar February 4, and also with 
Saccone & Speed, Gibraltar merchants, in order that the entire local 
market might be at my disposal. 

55. I knew that there was a great deal of nonperishable meat in 
the fleet and that it was somewhat unevenly distributed among the 
different ships; but it occurred to me that, under the unusual con¬ 
ditions by which we were confronted—on the eve of sailing for 
home and with a long and uncertain run before us—it would be 
manifestly unwise to take the slightest risk of having any vessel run 
short of meats at sea and thus mar during the last few days of the 
cruise a record which had been undoubtedly creditable from the 
time the fleet left Hampton Roads. So I called a meeting of all 
commissary officers on board the flagship and required from each a 
detailed statement of just what quantity he had on board of all 
staple provisions of various kinds, so that arrangements might be 
made to equip every ship for the forthcoming voyage and so distrib¬ 
ute nonperishable provisions that no ship could possibly become 
embarrassed even though all of the Marseille meat should prove bad. 
I ascertained from these commissary officers not only what they had 
in the way of nonperishable meats but what they could spare or 
what they would need additional for the voyage to Hampton Roads. 
I matched up the meat surplus on certain ships with the meat defi¬ 
ciency on other ships; and then and there directed the several 
officers concerned to immediately return to their ships and start the 
machinery in motion to effect the necessary transfers—this action of 
mine being immediately covered by the following memorandum and 
order: 

MEMORANDUM FOR THE CHIEF OF STAFF. 


In order that individual ships in the fleet may be provided with sufficient stores 
other than fresh to reach the United States February 22, I suggest the following 
word be immediately passed to the ships concerned: Ships will make requisition 
and immediately draw in advance of approval the following quantities of preserved, 
smoked or salt meats: 


Pounds. 


Minnesota on Kansas. 8 , 000 

Kearsarge on Kansas. 7 ’ 000 

Kentucky on Kansas. 4 ; 000 

Wisconsin on Kansas. 1 ’ 000 

Missouri on Rhode Island. ]’ 000 

Ohio on Illinois. 4 ’ QOO 


Ships will make requisition and immediately purchase in open market in advance 
of approval the following quantities of preserved, smoked or salt meats: . 


Vermont 

Ohio.... 

Missouri. 


Pounds. 
3,500 
2,000 
. 5,000 


S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 

U. S. S. Connecticut (Flagship), 

Gibraltar, February S, 1909. 

There will probably be about 20,000 pounds fresh beef also needed. I ought to 
know r in a few r minutes. 











OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 57 


U. S. S. Connecticut (Flagship), 

Gibraltar, February 3, 1909. 


MEMORANDUM FOR COMMANDING OFFICER. 


Ships will make requisition and immediately draw in advance of approval the fol¬ 
lowing quantities of preserved, smoked or salt meats: 


Pounds. 


Minnesota on Kansas. 8 , 000 

Kearsarge on Kansas. 7 ’ 000 

Kentucky on Kansas. 4 ’ 000 

Wisconsin on Kansas. l’ 000 

Missouri on Rhode Island. l’ 000 

Ohio on Illinois... 4 ’ 000 


Ships will make requisition and immediately purchase in open market, in advance 
of approval, the following quantities of preserved, smoked or salt meats: 

Pounds. 


Vermont. 3,500 

Ohio. 2,000 

Missouri. 5,000 


By direction of the commander in chief: 


A. W. Grant, 

Commander , U. S. Navy, Chief of Staff. 


The Commanding Officer. 


56. A new board of survey had, meanwhile, been sent by the 
commander in chief on board the Minnesota to reexamine the con¬ 
demned meats. This board was composed of the ordnance officer 
of the Connecticut, the pay officer of the Virginia, and the medical 
officer of the Rhode Island. After carefully examining the meat 
and inspecting the cold storage, they reported that the meat was 
not bad, but that it needed very careful handling on account of 
the fact that it was fresh and not frozen. The effect of this report 
was to relieve the existing tension to a very marked degree (though 
I believe nearly all of this meat was subsequently recondemned and 
thrown overboard after the fleet sailed from Gibraltar). 

57. On the night of February 3 the following memorandum was 
submitted by me: 


MEMORANDUM FOR THE CHIEF OF STAFF. 

After holding two meetings of the commissary officers of the fleet and getting right 
down to rock-bottom facts, the final demand for fresh meat appears to narrow itself 
down to 5,000 pounds each for the Ohio and Kearsage, with a possible 2,000 pounds 
for the Louisiana. 

As the amount is so small, I think a fleet contract somewhat inappropriate; but, 
the meat ship Kaipara having fluked (just as I was afraid she would) I have arranged 
with Saccone & Speed to supply such fresh (not frozen) beef from shore as may be 
needed up to 60,000 pounds at the rate of 7|d. per pound. 

I told them that they would be notified this evening what beef we would require, 
if any, and it is necessary that they know by 8 o’clock to-night what they will be re¬ 
quired to do in the matter. I therefore suggest that the following memorandum be sent 
at once to the commanding officer of each of the three vessels named: As only 14,000 
pounds of fresh beef in all appears to be required to be purchased ashore, a fleet con¬ 
tract therefor will not be made, but the pay officer of each of the following-named 
vessels may order from J. Saccone & James Speed (Limited), Gibraltar, such quan¬ 
tities of fresh (not frozen) beef as the commanding officer deems absolutely necessary, 
not exceeding amounts stated opposite the name of each, the price being 7£d. per 
pound alongside, notice to be given dealers before 8 o’clock to-night; ship’s open- 
purchase requisition to be submitted immediately therefor and payment to be made 
by the pay officer of the ship: Louisiana , 2,000 pounds; Ohio, 6,000 pounds; Rear - 











58 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


sarge, 6,000 pounds. I also suggest that, in order to clinch the matter of preparedness 
for sea and avoid the slightest possibility of a flareback, the following wireless be sent 
to the fleet at once: 

“To Fleet: Reports of provisions on board each vessel prior to sailing from Gibraltar 
will be made as of February 4 and must reach the commander in chief by 8 p. m. 
that day.” 

This last wireless I consider equally as important as the foregoing, as it will give 
you positive information at least twenty-four hours before sailing as to each ship’s 
^preparedness for the voyage and will thus meet the paramount purpose for which 
these provisions reports were inaugurated. 

S. McGowan, 

Pay Inspector , U. S. Navy, Fleet Paymaster. 

U. S. S. Connecticut (Flagship), 

Gibraltar, February 3, 1909. 

58. The official memorandum and general signal just quoted were 
immediately sent as suggested by me, the following circular letter 
being also distributed at midnight of February 3: 

U. S. S. Connecticut (Flagship), 

Gibraltar, February 3, 1909. 

Sir: 1. Attention is invited to the fact that the meat received in this port from 
the U. S. S. Culgoa is not frozen but fresh meat killed within the past week and can 
not be successfully kept if it be treated with only such care as is necessary to preserve 
meat which is already frozen when received. 

2. The cold-storage space is, therefore, to receive the full force of the entire refrig¬ 
erating plant at least for some days to come, ice being meanwhile purchased on shore 
for such other purposes and in such quantities as may be necessary; and, as far as prac¬ 
ticable, cold-storage compartments other than those usually allotted to the com¬ 
missary department are to be temporarily used for the purpose of spreading out this 
meat rather than having it closely packed in a crowded compartment while any 
other availage cold-storage compartments are empty or partly so. 

3. In the event that any of this meat appears to be unfit for issue, a board of survey 
consisting of three commissioned officers will be called to examine into the matter, 
and the proceedings of each such board shall be submitted for final action by the 
commander in chief in conformity with the terms of the purchase contract according 
to which reimbursement of the cost of all meat which spoils within thirty days from 
January 29 will be refunded by the contractor: “ Provided, however, That such deter¬ 
ioration be not in any manner or measure attributable to fault or negligence on the 
part of any representative of the United States.” 

Respectfully, C. S. Sperry, 

Rear Admiral, U. S. Navy, 
Commander in Chief United States Atlantic Fleet. 

The Commanding Officer. 

59. The several measures taken were immediately effective as is 
shown by the following consolidated statement of principal items 
of provisions on board all vessels at the end of February 4, compiled 
by me from individual ships’ reports received in obedience to the 
commander in chiefs signal: 


OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 59 


Principal items of provisions on board battle ships preparatory to leaving Gibraltar 

February 4, 1909. 


Ship. 

Beverages. 

Breads. 

Cereals, etc. 

Quantity. 

Days. 

Quantity. 

Days. 

Quantity. 

Days. 




Pounds. 


Pounds. 


Pounds. 


Connecticut. 



3,480 

40 

15,900 

20 

1,580 

20 

Vermont. 



2,805 

30 

34,500 

40 

4,830 

40 

Kansas. 



3,389 

26 

52,051 

26 

2,680 

26 

Minnesota. 



2,774 

28 

31,700 

30 

825 

18 

Georgia. 



3,450 

40 

41,125 

40 

1,900 

30 

Nebraska. 



4,540 

40 

37,100 

46 

2,640 

20 

New Jersey. 



1,600 

21 

26,129 

30 

4,330 

21 

Rhode Island. 



3,620 

57 

45,850 

56 

1,500 

15 

Louisiana. 



2,980 

40 

60,100 

55 

2,090 

85 

Virginia. 



2,480 

30 

20,000 

30 

5,200 

30 

Missouri. 



3,103 

34 

41,365 

38 

6,792 

70 

Ohio. 



2,620 

30 

24,575 

30 

4,900 

60 

Wisconsin. 



3,010 

49 

47,950 

60 

2,630 

50 

Illinois. 



3,200 

26 

51,853 

26 

2,445 

26 

Kearsarge. 



4,010 

52 

25,832 

32 

1,500 

15 

Kentucky. 



3,080 

30 

25,100 

27 

3,280 

36 

Panther. 



725 

90 

16,050 

70 

725 

20 


Fruits. 

Meats. 

Milk. 

Vegetables. 

Ship. 

















• 

Quantity. 

Days. 

Quantity. 

Days. 

Quantity. 

Days. 

Quantity. 

Days. 


rounds. 


Pounds. 


Pounds. 


Pounds. 


Connecticut. 

4,280 

20 

24,472 

22 

3,000 

330 

32,759 

25 

Vermont. 

4,423 

77 

28,857 

25 

1,086 

25 

32,962 

45 

Kansas. 

4,132 

26 

35,954 

26 

2,686 

26 

38,376 

26 

Minnesota. 

14,578 

80 

38,318 

23 

6,975 

80 

32, 457 

45 

Georgia. 

9,802 

35 

28,138 

25 

1,976 

25 

40,324 

30 

Nebraska. 

4,500 

18 

22,000 

23 

400 

21 

39,488 

45 

New Jersey. 

4,619 

21 

23,671 

21 

1,428 

21 

33,371 

25 

Rhode Island. 

16,030 

28 

33,957 

34 

2,222 

47 

40,004 

33 

Louisiana. 

9,675 

55 

39.236 

40 

5,854 

85 

48,688 

40 

Virginia. 

8,359 

60 

22,144 

30 

5,364 

30 

54,741 

30 

Missouri. 

8,301 

45 

23,224 

30 

9,010 

154 

33,832 

40 

Ohio. 

6,225 

30 

27, 478 

28 

5,093 

60 

39,743 

40 

Wisconsin. 

3,376 

50 

28,907 

36 

2,000 

44 

51,780 

80 

Tllinnis 

7,560 

26 

24,160 

26 

2, 433 

26 

32,586 


Kearsarge. 

5,620 

17 

20; 212 

46 

3; 278 

32 

32,563 

74 

Kentucky. 

12,210 

36 

39,358 

30 

5,580 

80 

38,660 

30 

Panther. 

1,680 

70 

10,162 

41 

384 

40 

7,440 

90 


60. These provisions lasted throughout the homeward voyage; and, 

notwithstanding the impetus given to wholesale condemnations 
* * *, the entire quantity surveyed throughout the fleet showed 

a negligibly small proportion to the total quantity discharged by 
the Culgoa —the large majority of the ships, in fact, using every 
pound received and experiencing no trouble whatever with the Mar¬ 
seille meat. 

61. The correspondence with reference to the few surveys that 
did occur was continued for some time; but, in view of all the facts 
the commander in chief did not feel justified in any case to recommend 
a claim for reimbursement under the contract—the incipient panic 
having been really without foundation and having been suppressed 














































































60 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


by instant and very vigorous action, of which the following indorse¬ 
ment is a fair sample: 

[Third indorsement, No. 4833.1 

Office of the Commander in Chief, 

United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 
Enroute to Hampton Roads, Va., February 17, 1909. 

Subject: * * *.—Re survey of fresh meat received from the U. S. S. Culgoa. 

1. Respectfully returned through the * * * division commander, to the command¬ 
ing officer U. S. S. * * *, for more exact information with return of papers, as to: 
(a) The condition of the within-described meat when it was received on board; ( b ) 
who actually examined it; (c) what evidence of decomposition was observed; ( d ) how 
long it had been on board or away from the supply ship when examined; (/) whether 
and to what extent the “evidence of having been stowed while warm” and the fact 
that it “had not been frozen and was soft and flabby” contributed directly to the 
condemnation of this meat rather than to the supposed condition which made con¬ 
demnation seem appropriate; ( g ) whether condemnation was in fact made on account 
of deterioration already occurred or was attributable rather to apparent lack of pros¬ 
pective keeping qualities. 

2. The amount of meat condemned on board the U. S. S. * * * is so great, 
constituting one-fourth of entire condemnation of fresh meat received from the supply 
ship at Gibraltar, that the commander in chief desires specific information in as 
much detail as possible, so that he may justly pass judgment on the question of 
reimbursement under the contract, one clause of which stipulates that the contractor 
must refund the cost of all meat that spoils through no fault of any representative 
of the United States. 

C. S. Sperry, 

Rear Admiral, U. S. Navy, 
Commander in Chief, United States Atlantic Fleet. 

62. While the Gibraltar fresh provisions situation was in its most 
critical stage, another somewhat delicate question arose as to reim¬ 
bursement of parties interested in the Uruguayan bark Maria and 
the Italian bark Thomas, both of which had been slightly damaged 
when the repair ship Panther brushed against the former in entering 
the man-of-war harbor at Gibraltar. 

63. Having been ordered by the commander in chief to effect a 
settlement if possible, I made every effort to do so; and was about 
to settle on the presentation of proper papers as follows: 

Statement by master sworn to before Uruguayan consul under seal that the Uruguayan 
bark Maria is owned by Pelegrin Yidal, of Barcelona, Spain; and that he, the master, 
on behalf of said owner, accepts the sum of $1,946.60 (£400) from the fleet paymaster, 
United States Atlantic Fleet, in full payment of all claims of reimbursement of every 
nature to which the said company became entitled by reason of the collision between 
said bark Maria and the U. S. S. Panther at Gibraltar, Spain, January 30, 1909. 

Statement by master, sworn to before Italian consul under seal, that the Italian 
bark Thomas is owned by the Societa Italiana di Navigazione a Vela of Naples, Italy; 
and that he, the master, on behalf of said owner, accepts the sum of $97.33 (£20) 
from the fleet paymaster, United States Atlantic Fleet, in full payment of all claims 
of reimbursement of every nature to which the said company became entitled by 
reason of the collision between said bark Thomas and the U. S. S. Panther, at Gib¬ 
raltar, Spain, January 30, 1909. 

64. In the last stages of the negotiations, however, another claimant 
presented himself; and so, when I insisted on having the master’s 
statement as to full payment embrace the words “including damage 
and demurrage,” the negotiations came to an abrupt ending—as 
shown by the following report by me and letter by the commander 
in chief: 


OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 61 


United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 

Gibraltar, February 5, 1909. 

Sir: In obedience to your order, I have the honor to submit this report of my 
efforts to effect a settlement with the representatives of the Uruguayan bark Maria 
and the Italian bark Thomas for damage sustained by being run into by the U. S. S. 
Panther January 30, 1909, in this port. 

2 . After the adjournment of the board of investigation shortly after noon to-day, 
Naval Constructor L. B. McBride, U. S. Navy, a member of the board, officially 
informed me that the board had decided to recommend a total award of £400 to the 
Maria and £20 to the Thomas in full payment of all claims against the United States. 

3. I then had a conference with the representatives of both vessels, and, after 
prolonged discussion, I got them to undersand that the checks in payment would 
have to be made out in favor of the owners of the respective craft and delivered to 
the local representatives in the presence of their respective consuls who would, mean¬ 
while, have to furnish sworn statements signed by such local representatives that the 
settlement recommended by the board was just and that payment in accordance 
therewith fully reimbursed the owners for all loss and damage of every kind, also 
statements sworn to by the respective consuls identifying the local representatives as 
such, and to the further effect that, in their opinion, the settlement was fair and 
complete. 

4. The representatives of both vessels expressed themselves as satisfied with this 
arrangement, and I thought that the negotiations were definitely concluded when, 
just at the end of the interview, Mr. Manuel Gomez, agent for the underwriters of the 
cargo (of 800 tons of brick which was to be transhipped from the Thomas to the Maria) 
stated that he also had a claim against the Government—for wharfage £5 8s. 9d. for 
each day beginning January 31 and until the two vessels are ready to continue trans¬ 
shipping the cargo, and a further sum of 300 francs per day reimbursement to the 
Thomas for the pay of the crew. He explained the wharfage charge by the state¬ 
ment that the military authorities are charging him 1 penny per day per net regis¬ 
tered ton for each of the vessels; the tonnage of the Maria being 551 and of the Thomas 
754. Mr. Gomez stated that the wharfage might be remitted in the discretion of 
Admiral Goodrich, the local commandant, and he urged me to back up his written 
application by a personal request on the commandant. I, of course, explained to 
him that I could do nothing m such a matter without specific instructions from the 
commander in chief. 

5. Hence the status of the matter at this time (4 p. m., February 5, 1909) is that, 
although the board has awarded and the the local representatives are willing to accept, 
damages in the sum of $1,946.60 to the Maria and $97.33 to the Thomas, there still 
remains the underwriters’ additional claim of $84.36 per day on which I understand 
the board did not make any award and the amount of which could not, as far as I can 
see, be definitely determined in any event for the reason that there is not at this 
time any way of telling how many days must elapse before the two vessels will be 
in such condition as to warrant resumption of work. 

6 . Inasmuch as there is but one cargo consisting of 800 tons of brick to be trans¬ 
shipped from the Thomas to the Maria, the claim of the underwriters extends, of 
course, to both vessels, and I am convinced, therefore, that the representatives of 
neither vessel would be able, under these circumstances, to sign such a certificate 
and release as would warrant the making of any payment whatever. 

Very respectfully, 

S. McGowan, 

Pay Inspector , TJ. S. Navy, Fleet Paymaster. 

The Commander in Chief. 


Office of the Commander in Chief, 

United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 

Gibraltar , February 5, 1909. 

Sir: With reference to the collision between the U. S. S. Panther and the Uruguyan 
bark Maria and Italian bark Thomas in Gibraltar Harbor January 30, 1909, the com¬ 
mander in chief transmits herewith a copy of the record of proceedings of the board 
of investigation convened by his order and of which Capt. Frank F. Fletcher, U. S. 
Navy, is president, a copy of a letter from the fleet paymaster to the commander in 
chief setting forth the efforts made to effect a settlement, a copy of a letter and pro- 



62 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


test dated February 4 from Mr. Manuel Gomez on behalf of the underwriters of the 
cargo, and a copy of a claim for £279 wharfage and demurrage filed by him late this 
afternoon. 

2. While the commander in chief approves the recommendation of the board that 
damages be paid the Maria and the Thomas in the respective sums of £400 sterling, 
the present status of the case seems to be that the claim of the underwriters of the 
cargo is somewhat indeterminate and is such that it can not now be settled by the 
commander in chief; which being the case, it would appear to be entirely out of the 
question for the representatives of either vessel to be able to sign such a complete 
receipt and final release as would warrant the commander in chief in making any 
payment whatever at this time. 

3. It is therefore requested that you take the matter up with the several parties 
in interest and inform them that, while the commander in chief is willing to settle 
all known and established claims, he is unable to authorize payments which might 
subsequently be found to be other than full and complete, and it will consequently be 
necessary to settle the question of the loss sustained and reimbursement therefor 
through the agency of the United States consul. 

Very respectfully, , C. S. Sperry, 

Rear Admiral, U. S. Navy, 
Commander in Chief, United States Atlantic Fleet. 

The United States Consul, 

Gibraltar. 


65. The Culgoa was sent on ahead of the fleet so as to take on a 
cargo for distribution on arrival at Hampton Roads February 22, the 
necessary requisition therefor on the Bureau of Supplies and Ac¬ 
counts having been made by cable from Gibraltar. 

66. A proposed distribution sheet was made up, based on quan¬ 
tities requisitioned. When we got into wireless communication with 
the Culgoa lying at Hampton Roads, however, it was found that the 
items had been altered to a certain extent, and the following mem¬ 
orandum was therefore submitted: 


Revised distribution sheet for Culgoa's Hampton Roads cargo. 


Article. 

Quantity- 
on Culgoa. 

Connec¬ 
ticut, 
Louisi¬ 
ana, Min¬ 
nesota 
(each). 

Vermont, 

Rhode 

Island, 

Virginia, 

Nebraska, 

Georgia, 

Kansas, 

New 

Jersey 

(each). 

Missouri, 

Ohio, 

Ken¬ 

tucky, 

Wis¬ 

consin, 

Illinois, 

Kearsarge 

(each). 

Re¬ 
maining 
for aux¬ 
iliaries 
(all). 

Beef.pounds.. 

Mutton.do.. 

Pork loin.do . 

Bologna.do_ 

Pork sausage.do.. 

Lunch eon meat. do 

Frankfurters. do 

Apples, fresh. do 

Butter. do 

Cabbage.-.. .do 

Onions. do 

Potatoes. do 

Eggs.dozen.. 

110,000 
8,000 
20,000 
50,000 
3,000 
15,000 
5,000 
5,000 
10,000 
18,000 
16,000 
12,000 
223,000 
6,000 

8,000 

550 

1,400 

3,500 

200 

1,000 

325 

325 

700 

1,150 

1,100 

850 

16,000 
400 

7.200 
500 

1.200 
3,100 

175 

900 

300 

300 

600 

1,050 

1,000 

750 

14,000 

350 

6,400 
450 
1,100 
2,700 
150 
800 
275 
275 
500 
950 
900 
650 
12,000 
300 

3,200 

150 

800 

1,600 

275 

900 

275 

275 

700 

1,500 

300 

300 

5,000 

550 


S. McGowan, 

_ T ^ Pay Inspector, U. S. Navy, Fleet Paymaster. 

U. S. S. Connecticut (Flagship), 

At sea, en route Gibraltar to Hampton Roads, Va., February 21, 1909—8 p. m. 

































OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


63 


67. In conformity therewith the following circular letter was sent 
out immediately alter the fleet s arrival: 

U. S. S. Connecticut (Flagship), 

At sea, making passage to Hampton Roads, Va., February 21, 1909. 

Sir. The U. fe. S. Culgoa will issue to the vessels of the first and second squadrons of 
the United States Atlantic Feet provisions as follows: 



Connecti¬ 
cut, Louisi¬ 
ana, Min¬ 
nesota 
(each). 

Vermont, 
Rhode 
Island, 
Virginia, 
Nebraska, 
Georgia, 
Kansas, 
New Jersey 
(each). 

Missouri, 

Ohio, 

Kentucky, 

Wisconsin, 

Illinois, 

Kearsarge 

(each). 

Time of issue. 

Beef.pounds.. 

Mutton.do_ 

Veal.do_ 

Pork loin.do_ 

Bologna.do_ 

Pork sausage.do_ 

Luncheon meat.do.. 

Frankfurters.do_ 

Apples, fresh.do_ 

Butter.do_ 

Cabbage.do_ 

Onions.do.. 

Potatoes.do_ 

Eggs.dozen.. 

8,000 
550 
1,400 
3, .500 
200 
1,000 
325 
325 
700 
1,150 
1,100 
850 
16,000 
400 

7.200 
500 

1.200 
3,100 

175 

900 

300 

300 

600 

1,050 

1,000 

750 

14,000 

350 

6,400 
450 
1,100 
2,700 
150 
800 
275 
275 
500 
950 
900 
650 
12,000 
300 

Fourth division, Tuesday, 6 a. m. 

Third division, Tuesday, 3 p. m. 

First division, Wednesday, 6a. m. 

Second division, Wednesday, 3 
p. m. 


By direction of the commander in chief. 


Commanding Officer. 


A. W. Grant, 

Commander, U. S. Navy, Chief of Staff. 


68. The provisions received from the Culgoa at Hampton Roads 
were—in principal items—entirely sufficient to last until the fleet 
dispersed to the various navy-yards to which the several vessels were 
assigned. 

69. It was, therefore, not until near the end of April, 1909, that the 
question of fleet supply of subsistence stores was again taken up, as 
the following recommendations and circular letters show: 


MEMORANDUM FOR THE CHIEF OF STAFF. 


In compliance with verbal directions received from you last night, I am taking up 
the question of Ajax, Culgoa and Celtic with reference to fleet supply this summer and 

Ml. 

With the New Hampshire, Idaho, and Mississippi in the second division and the 
Montana and North Carolina in Mediterranean waters, there seems to be no good reason 
why we should not have both the Culgoa and the Celtic for months to come; and, if 
these two could carry miscellaneous naval supply-fund supplies in addition to the 
necessary provisions, it would leave the Ajax with only coal (for the auxiliaries and 
small craft), oil and waste. 

It seems to me that the best results can be obtained by recommissioning the Ajax 
with navy complement—including an assistant paymaster—though, of course, the 
need for such a change would be much more urgent in the event that a general naval 
supply-fund cargo had to be carried as heretofore. 

I believe we are not going to get anything in that line that we do not ask for (prob¬ 
ably not near all that we do ask for). So I suggest a letter to the Bureau of Navigation 
asking (1) that the Culgoa and Celtic be ordered at once to New York yard to fit out 
with provisions and naval supply-fund stock for the approaching maneuvers, (2) 
that the Ajax be similarly ordered, to carry only coal, oils, and waste; also that she be 
recommissioned with a navy complement including a pay officer. 


































64 


OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


The Culgoa has only three big ships down there now; and, by giving them each 
three weeks’ supply of everything (which they can, or ought to, easily accommodate) 
she can come right on up here without putting anybody out in the least. 

S. McGowan, 

Pay Inspector, U. S. Navy , Fleet Paymaster. 

U. S. Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 

Navy- Yard, New York, April 30, 1909. 


MEMORANDUM FOR THE CHIEF OF STAFF. 

In line with my suggestion the other day that the Culgoa and Celtic both be com¬ 
mandeered for the forthcoming maneuvers, I suggest that the exact list of provisions 
to be carried by them be made up at once and forwarded to Washington with request 
for such distribution between the two supply ships as you may deem advisable. 

In order that enough and not too much of all provisions may be obtained and for the 
further purpose of meeting as far as possible the individual needs of each ship (and 
incidentally fixing responsibility for any dead stock we may get caught with) I suggest 
that a circular letter be sent at once to every vessel of the fleet—including the Guan¬ 
tanamo contingent, the torpedo craft and auxiliaries—directing: 

(1) That all provisions storeroom spaces be filled to their utmost capacity June 15, 
1909. 

(2) That an itemized list, arranged alphabetically by classes and by items within 
classes, be sent at once to the commander in chief, showing the exact quantities of 
provisions which will be on board each ship as directed on June 15. 

(3) Also an additional list showing the exact quantity of each item of provisions, in 
addition to what can be carried on board, necessary to be carried on the supply ships 
to last to September 30, 1909; this list to be alphabetically arranged by classes and by 
items within classes. 

(4) Also a statement of the total number of officers and of enlisted persons, including 
chief petty officers and marines, on board; and how many, if any, such number is 
short of the authorized complement or the number expected to be carried during the 
maneuvers. 

While I believe the itinerary is by no means fixed as yet, it can not make very much 
difference just what our movements will be if we are to depend on the supply ships 
for all deliveries while the fleet is together—a course which, I am sure you will agree 
with me, is most advisable if not indeed absolutely necessary. 

In regard to the naval supply-fund stock to be carried on the supply ships or on the 
Ajax, or both, I suggest that a similar inquiry be made of all ships and for the same 
purpose—that is, in order that we may have ample supplies to meet all actual needs 
and yet avoid carrying around from place to place a considerable quantity of things 
that nobody wants. 

I assume that Washington will, of course, have all fresh meats inspected before kill¬ 
ing, during the butchering and freezing, and particularly on delivery to the supply 
ships, as the Agricultural Department inspectors are, I understand, employed for that 
very purpose; and I think the more service we can get out of them in cooperation 
with and assistance to the pay officers of the supply ships the better will be the results 
obtained. 

S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 

U. S. S. Connecticut (Flagship), 

Navy-Yard, New York, May 4, 1909. 


MEMORANDUM FOR THE CHIEF OF STAFF. 

I suggest that a copy of the accompanying letter 108324-108325 of the Bureau of 
Supplies and Accounts be sent to the commanding officers of the Connecticut, Ver¬ 
mont, Minnesota, Georgia, and New Jersey, as it is of immediate and vital interest to 
them. 

Incidentally, I think it would be well, as already pointed out by me, to get a line 
on what the ships want rather than to fill up the store ships with what (from shore, it 
seems) they ought to want. 

However, if there is room on board for a big supply and Washington wants to put it 
there, I can see no special objection from our standpoint; provided, of course, they 
do carry what the ships need and are liable to call for. 




OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


65 


W ith reference to this and also the provisions and clothing situation, I submit that 
the sooner the Celtic comes under the commander in chief’s command (and all papers 
re fitting out pass through your hands) the better. 

S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 

U. S. S. Connecticut (Flagship), 

Navy-Yard, New York, May 6, 1909. 


United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 
Navy-Yard, New York, N. Y, May 6, 1909. 

Sir: 1 . A letter from the Bureau of Supplies and Accounts is quoted for your infor¬ 
mation : 

“Navy Department, 

“Bureau of Supplies and Accounts, 

“ Washington, D. C., April 30, 1909. 

“Sir: The following memorandum has been received from the Bureau of Naviga¬ 
tion, under date of April 27, 1909: 

“ ‘It is the present intention to have the supply ships Celtic and Culgoa in attend¬ 
ance on the Atlantic Fleet during the coming summer, and it is desired that the Celtic 
should begin to load at the New York Navy-Yard about June 17, by which date the 
battle ships should have left that yard, the Culgoa to load later. • The bureau requests 
that the necessary steps be taken for the loading of the Celtic at that place and time.’ 

“The bureau desires to have a full variety of stores under title ‘Y’ put on board 
each of these supply ships in addition to other stores. This is in pursuance of its 
intention to take advantage of the conditions presented by the practice of having the 
fleet cruise in company constantly accompanied by a supply ship to make such ves¬ 
sel a floating storehouse for the fleet. This will permit the battleships to reduce the 
stocks of supplies necessary to be carried by them individually for emergencies, 
which is desirous, for obvious reasons, and wiil particularly aid the five vessels now 
operating under the consolidated stores system to reduce their sea stores for the cruise 
in prospect to a minimum without fear of having to go farther than the supply ship 
to meet any unexpected deficiencies. 

“The bureau wishes, therefore, the general storekeeper to prepare a list of title ‘Y’ 
stores which it is proposed to put upon the Celtic, it being understood that she has 
already been fitted up to receive and care for such supplies in a proper manner. Suf¬ 
ficient 1 copies of this list should be made to supply one each to the general storekeepers 
of the Connecticut, Vermont, Minnesota, Georgia, and New Jersey, with the statement 
that the items enumerated will be placed on the supply ship by the New York yard 
and can be depended upon to be in her stock. This information should be given 
them in order that they may guide themselves accordingly in preparing their individual 
requisitions under title ‘ Y ’ for sea stores. A copy of this list should also be forwarded 
to the bureau for its information. 

“Very respectfully, “J. S. Carpenter, 

“ Acting Chief of Bureau. 

“General Storekeeper, 

“ Navy-Yard, New York, N. Y., 

‘ 1 (Commandant). ’ ’ 

By direction of the commander in chief, 

A. W. Grant, 

Commander, U. S. Navy, Chief of Staff. 

The Commanding Officer. 


United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 
Navy-Yard, New York, May 7, 1909. 

Sir: 1 . It is directed that all provision storeroom spaces on board the vessel under 
your command be filled by June 15, 1909, and that the following reports be forwarded 
to the commander in chief as soon as possible: 

(a) That an itemized list, arranged alphabetically by classes, and by items within 
classes, showing the exact quantities of provisions which will be on board as directed 
on June 15. 


49710°—S. Doc. 646, 61-2-5 





66 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


( b) Also an additional list showing the exact quantity of each item of provisions, 
in addition to what can be carried on board, necessary to be carried on the supply 
ships to last until September 30, 1909; this list to be alphabetically arranged by 
classes, and by items wdthin classes. 

2 . There are inclosed two blank forms for your use, upon one of which the above- 
mentioned reports will be submitted. 

Respectfully, Seaton Schroeder, 

Rear-Admiral, U. S. Navy, 
Commander in Chief United States Atlantic Fleet. 

The Commanding Officer. 


MEMORANDUM FOR THE CHIEF OF STAFF. 

It is now eleven days since the commander in chief’s letter went out directing all 
battle ships to submit, on a prescribed form which was furnished them, itemized lists 
of the provisions which they will have on board June 15, 1909, and which they estimate 
will be necessar-y to place on board the two supply ships for their use. 

Up to this time but eight replies have been received. 

It is of the very utmost importance that the other five replies be received without 
any further delay, as the entire commissary programme for the forthcoming maneuvers 
is being held up pending their receipt. 

Each day that passes without informing the Bureau of Supplies and Accounts 
exactly what we want (and where we want it and when) increases the chance of con¬ 
fusion and delay, with the consequent result of having to accept inferior fresh pro¬ 
visions at the last moment and of most probably having our supply ships loaded for 
us—a condition which would be liable to repeat the San Francisco fiasco and practi¬ 
cally nullify the advantage of all the experience we have gained in that direction on 
the cruise. 

It is therefore urgently recommended that the following telegram be sent imme¬ 
diately to the commanding officer of each of the delinquent vessels ( Georgia, New 
Jersey, Louisiana, Virginia, and Missouri): 

“ Submit immediately on prescribed form estimate of provisions in compliance with 
commander in chief’s letter of May 7.” 

S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 

May 19, 1909. 


TELEGRAM TO THE GEORGIA, NEW JERSEY, LOUISIANA, VIRGINIA, AND MISSOURI. 


Navy-Yard, New York, N. Y. 

U. S. S. Connecticut (Flagship), May 19, 1909. 

Submit immediately on prescribed form estimate of provisions in compliance with 
commander in chief’s letter of May 7. 


Schroeder 


United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 

Navy-Yard, New York, N. Y., May 19, 1909. 

Sir: After conferring with the pay officers of the supply ships Celtic and Culgoa, I 
respectfully suggest that the Bureau of Supplies and Accounts be furnished with 
estimates as hereinafter stated of quantities of fresh provisions needed to be placed on 
board the supply ships for use from June 15 to September 30, 1909, inclusive. 

In calculating the quantities of fresh provisions required, the vessels of the fleet 
have been divided as follows according to estimated complements: 


Ships. 

Officers, 
crew and 
marines. 

6 Connecticuts. 

6,000 

4,500 

4,000 

1,000 

650 

5 Rhode Islands. 

5 Wisconsins. 

12 torpedo craft. 

5 auxiliaries. 

Total number to be rationed. 

16,150 























OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 67 


The total number of subsistence days (June 15 to September 30, 1909) is 108. Every 
vessel of the fleet, excluding torpedo destroyers, will (or ought to) carry at least twenty 
days’ fresh stores on leaving the navy-yard; there remaining eighty-eight days’ stores 
to be carried on board the supply ships. Leaving a small margin for emergencies and 
surveys, this requires 1,450,000 pounds of fresh meats—allowing for each person one 
pound per day, which past experience would indicate to be sufficient. 

In order to attain the maximum of keeping qualities and the minimum of loss on 
fresh potatoes and onions, it is deemed highly advisable to so divide the deliveries of 
fresh vegetables to the supply ships as to enable them not to have to take on board 
at any one time more than four weeks’ supply for the fleet—separate deliveries to be 
made from time to time at such ports as may 'be most convenient for the supply ships 
to call at; also that the battleships and auxiliaries be definitely directed to have on 
board on June 15 twenty days’ supply of fresh vegetables and no more. 

Very respectfully, 


The Commander in Chief. 


S. McGowan, 

Pay Inspector, XJ. S. Navy, Fleet Paymaster. 


MEMORANDUM FOR THE CHIEF OF STAFF. 

In connection with the supply-ship programme outlined in my letter to the com¬ 
mander in chief, dated May 19, 1909, it is suggested: 

Culgoa. —Discharge her fresh meats into the Celtic June 22. Begin loading non- 
perishable provisions from the P. and C. depot July 15. Begin loading fresh meats 
and fresh vegetables July 18. Join the fleet at Provincetown July 25; remaining 
with the fleet until about September 15, when her entire cargo will have been 
exhausted. 

Celtic. —Begin taking on board nonperishable provisions from the P. and C. depot 
June 14. Begin loading fresh meats June 18; begin taking on fresh vegetables June 
20. Take on board the Culgoa's cargo of fresh meats June 22. Join the fleet at Hamp¬ 
ton Roads June 25; remaining with the fleet until her cargo of fresh vegetables is 
exhausted, about August 14. Leave the fleet August 14 to replenish her supply of 
fresh vegetables at Hampton Roads. Rejoin the fleet at Southern Drill Grounds 
about August 22; remaining with the fleet until her entire cargo is exhausted, about 
September 15. 

It will be observed that this schedule contemplates but one cargo of fresh vegeta¬ 
bles for the Culgoa (as she will be the last to get away from here) and two for the Celtic , 
the Celtic's second cargo of fresh vegetables being a little larger than the first; also 
that, after once joining the fleet, neither supply ship will, during the maneuvers, be 
absent at any time except the Celtic , just long enough to go into Hampton Roads for 
a load of fresh vegetables—until, of course, all the supplies on board both ships have 
been taken on board the other vessels. 

The proposed dates for the fitting out of these two supply ships are predicated on the 
assumption that the fleet itself will carry out of the navy-yards on June 15 certainly 
enough fresh provisions to last over ten days, and the further fact that it is absolutely 
necessary to load the perishable provisions just as late as possible in order to have the 
supply ships join the fleet by the time they are needed for use. 

The various dates used in the foregoing are taken from the official memorandum 
you showed me about three days ago. 

S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 

U. S. S. Connecticut (Flagship), ' 

Navy- Yard, New York, May 21, 1909. 


United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 

Navy-Yard, New York, May 26, 1909. 

Sir: 1. Referring to paragraph 2 of fleet paymaster’s letter, dated May 19, 1909, 
there is transmitted herewith a recapitulation of quantities of provisions required by 
the 13 battle ships of the Atlantic Fleet from June 15 to September 30, 1909, based 
upon estimates from vessels now in the fleet in response to the commander in chief’s 
letter of May 5, 1909. 




68 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 

2. Attention is particularly invited to the following list of total net weights of pro¬ 
visions which the various vessels report as capable of filling all provision storeroom 
spaces June 15, 1909, as directed in paragraph 1 of the commander in chief’s letter of 
May 7, 1909: 

Pounds. 


Connecticut. 248, 000 

Kansas. 188, 300 

Louisiana. 313,000 

Vermont... 249,000 

Minnesota. 301,600 

Nebraska. 183,000 

Georgia. 226, 500 

Virginia.. 333,000 

Rhode Island. 268, 000 

New Jersey. 234, 000 

Wisconsin. 201, 500 

Ohio. 159,000 

Missouri... 242, 500 


3. The figures furnished by the 13 battle ships now in the fleet show such marked 
variations in practically every article that it was deemed necessary to go very care¬ 
fully over all figures submitted and compare them with the data covering actual 
issues during the cruise around the world before determining the quantities to be 
carried on the supply ships for the period beginning June 15 and ending September 
30, 1909. In arriving at said figures 16,150 was assumed to be the number of persons 
to be subsisted for the 108 days. A margin of 10 per cent was allowed in every item 
to cover possible losses and unforseen emergencies. Subject therefore to the fore¬ 
going remarks, it is recommended' that the Bureau of Supplies and Accounts be 
requested to place on board the two supply ships the following quantities of provisions 
for use by the Atlantic Fleet during the period mentioned: 


Coffee. 

Tea. 

Corn meal.. 

Flour, wheat_ 

Oatmeal. 

Rice . 

Apples, dried.... 
Apricots, tinned. 
Peaches, tinned.. 

Beef, fresh. 

Chicken. 

Mutton. 

Pork: 

Loins. 

Sausage. 

Veal. 

Eggs, fresh. 

Bacon. 

Beef: 

Chipped. 

Corned. 

Pork, salt. 

Bologna. 

Frankfurters. 
Ham, smoked... 
Milk, condensed. 

Onions. 

Potatoes. 

Corn, tinned. 

Peas, tinned. 

Tomatoes, tinned 

Butter, fresh_ 

Cheese. 

Extract: 

Lemon. 

Vanila.. 

Lard. 

Salt. 

Sauerkraut. 

Sugar. 


pounds. 
...do... 
.. .do... 
...do... 
...do... 
...do... 
...do... 
...do... 
...do... 
...do... 
...do... 
...do... 

...do... 
...do... 
...do... 
..dozen, 
pounds. 

...do... 

...do... 

...do... 

...do... 

...do... 

...do... 

...do... 

...do... 

...do... 

...do... 

...do... 

...do... 

...do... 

...do... 

.gallons. 

...do... 

pounds. 

...do... 

...do... 

...do... 


Culgoa. 


20,000 
1,000 
1,000 
300,000 
10,000 
20,000 

1,500 
10,000 
20,000 
320,000 
17,000 
15,000 

90,000 
20,000 
100,000 
10,000 
35,000 

1,000 
25,000 
10,000 
8,000 
25,000 
40,000 
10,000 
00,000 
560,000 
10,000 
5,000 
15,000 
25,000 
2,000 

30 

70 

10,000 

10,000 

5,000 

20,000 


Celtic. 


30,500 
1,000 
1,000 
400,000 
10,000 
20,000 
2,000 
15,000 
25,000 
480,000 
18,000 
25,000 

130,000 
30,000 
130,000 
15,000 
00,000 

2,000 
50,000 
20,000 
12,000 
30,000 
60,000 
25,000 
90.000 
890,000 
20,000 
10,000 
20,000 
45,000 
3,000 

40 

80 

20,000 

10,000 

7,500 

65,000 


4. If the present schedule date of departure from navy-yards (June 15) is to be 
adhered to, it is deemed advisable that all nonperishable provisions for the Celtic be 
on hand ready to begin loading June 14, 1909, fresh meats June 18, 1909, and fresh 





























































OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


69 


vegetables June 19, 1909; that the Celtic take on board at New York about the date 
mentioned half of the total quantity of fresh potatoes and fresh onions shown in the 
foregoing list, the other half to be received by her at Hampton Roads by August 14, 
1909; also that the Culqoa s nonperishable cargo be ready for loading by July 14, 1909* 
and her fresh meats and vegetables by July 17, 1909. 

5 From a comparison of the foregoing supply-ship list with the individual esti¬ 
mates submitted by the pay officers of the battle ships, it will be observed that a num¬ 
ber of items of fancy groceries, fresh fruits, nonstaple fresh meats, etc., have been 
omitted from the list to be carried by the supply ships. This omission is intentional, 
as it is believed to be distinctly inadvisable for the supply ships to be burdened with 
any article which is not in common use by a number of vessels or which can be con¬ 
veniently carried or readily procured by individual vessels; in other words—follow¬ 
ing out the idea conveyed by the wording of the blank forms distributed with the 
commander in chief’s letter of May 7, 1909, “Remainder to be drawn from battle 
ships the supply-ship programme hereinbefore outlined is based on the assump¬ 
tion that each individual ship will take on board all provisions she can properly 
accommodate, leaving for the supply ships to carry the balance of staple articles in 
general use only. 

6. If the plan outlined meets with the approval of superior authority, it is particu¬ 
larly important that all commanding officers be informed thereof in order that com¬ 
missary officers may know exactly what to expect of the supplv ships. 

Very respectfully, 

S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 

The Commander in Chief. 


MEMORANDUM FOR CHIEi; OF STAFF. 

In compliance with your verbal order of last night, I am submitting the following 
draft of circular letter to be sent out now: 

‘ ‘ Please direct the pay officer of the vessel under your command to submit to you on 
the afternoon of June 15, 1909, for immediate transmittal to the. commander in chief 
an itemized list of all provisions on board, said items to be arranged alphabetically 
by classes and by items within classes according to the sequence followed in forms 
furnished with the commander in chief’s letter of May 7, 1909. 

“By direction, etc.” 

S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 

U. S. S. Connecticut (Flagship), 

Navy- Yard, New York, May 27, 1909. 


United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 

Navy-Yard, New York, N. Y., June 9, 1909. 

Sir: 1 . The following extracts from two letters of the fleet paymaster and the text 
of letter from the Bureau of Supplies and Accounts are quoted for the information and 
guidance of the commissary officer of the vessel under your command: 

“After conferring with the pay officers of the supply ships Celtic and Culgoa , I 
respectfully suggest that the Bureau of Supplies and Accounts be furnished with esti¬ 
mates as hereinafter stated of quantities of fresh provisions needed to be placed on 
board the supply ships for use from June 15 to September 30, 1909, inclusive. 

“In calculating the quantities of fresh provisions required, the vessels of the fleet 
have been divided as follows according to estimated complements: 


Ships. 

Officers, 
crew, and 
marines. 

fi Connontionts . 

6,000 

4,500 

4,000 

1,000 

650 

5 Rhode Islands .. 

Ft Wisnnnsins . 

19 tnmpfln n.raft . 

Ft an tiI iAries . 

Total nnmhfir to ho rationed. 

16,150 




















70 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


“The total number of subsistence days (June 15 to September 30, 1909) is 108. 
Every vessel of the fleet, excluding torpedo destroyers, will (or ought to) carry at least 
twenty (20) days’ fresh stores on leaving the navy-yard; there remaining eighty-eight 
(88) days’ stores to be carried on board the supply ships. Leaving a small margin for 
emergencies and surveys, this requires one million four hundred and fifty thousand 
(1,450,000) pounds of fresh meats, allowing for each person one pound per day, which 
past experience would indicate to be sufficient. 

“In order to attain the maximum of keeping qualities and the minimum of loss on 
fresh potatoes and onions, it is deemed highly advisable to so divide the deliveries of 
fresh vegetables to the supply ships as to enable them not to have to take on board at 
any one time more than four weeks’ supply for the fleet, separate deliveries to be 
made from time to time at such ports as may be most convenient for the supply ships 
to call at; also that the battle ships and auxiliaries be definitely directed to have on 
board on June 15 twenty (20) days’ supply of fresh vegetables and no more.” 


“Referring to paragraph 2 of fleet paymaster’s letter, dated May 19, 1909, there is 
transmitted herewith a recapitulation of quantities of provisions required by the 
thirteen battleships of the Atlantic Fleet from June 15 to September 30, 1909, based 
upon estimates from vessels now in the fleet in response to the commander in chief’s 
letter of May 7, 1909. 

“The figures furnished by the thirteen battle ships now in the fleet show such 
marked variations in practically every article that it was deemed necessary to go 
very carefully over all the figures submitted and compare them with the data cover¬ 
ing actual issues during the cruise around the world before determining the quantities 
to be carried on the supply ships for the period beginning June 15 and ending Sep¬ 
tember 30, 1909. In arriving at said figures 16,150 was assumed to be the number of 
persons to be subsisted for the 108 days. A margin of 10 per cent was allowed in 
every item to cover possible losses and unforeseen emergencies. Subject, therefore, 
to the foregoing remarks, it is recommended that the Bureau of Supplies and Accounts 
be requested to place on board the two supply ships the following quantities of pro¬ 
visions for use by the Atlantic Fleet during the period mentioned: 


Culgoa. 


Celtic. 


Coffee. 

Tea. 

Corn meal. 

Flour, wheat.... 

Oatmeal_,_ 

Rice. 

Apples, dried_ 

Apricots, tinned. 
Peaches, tinned.. 

Beef, fresh. 

Chicken. 

Mutton. 

Pork: 

Loins. 

Sausage. 

Veal. 

Eggs, fresh. 

Bacon. 

Beef: 

Chipped. 

Corned. 

Pork, salt. 

Bologna. 

Frankfurters.... 
Ham, smoked... 
Milk, condensed. 

Onions. 

Potatoes. 

Corn, tinned. 

Peas, tinned. 

Tomatoes, tinned 

Butter, fresh_ 

Cheese.. 

Extract lemon... 
Extract vanilla.. 

Lard. 

Salt. 

Sauerkraut. 

Sugar.. 


pounds. 

...do... 

...do... 

...do... 

...do... 

...do... 

...do... 

...do... 

...do... 

...do... 

...do... 

...do... 

...do... 
...do... 
...do... 
..dozen, 
pounds. 

...do... 
...do... 
...do... 
...do... 
...do... 
...do... 
...do... 
...do... 
...do... 
...do... 
...do... 
. ..do... 
...do... 
...do... 
...do... 
...do... 
...do... 
...do... 
...do... 
...do... 


20,000 
1,000 
1,000 
300,000 
10,000 
20,000 

1,500 
10,000 
20,000 
320,000 
17,000 
15,000 

90,000 
20,000 
100,000 
10, 000 
35,000 

1,000 
25,000 
10,000 
8,000 
25,000 
40,000 
10,000 
80,000 
560,000 
10,000 
5,000 
15,000 
25,000 
2,000 
30 
70 

10,000 
10,000 
5,000 
20,000 


30,500 
1,000 
1,000 
400,000 
10,000 
20,000 
2,000 
15,000 
25,000 
480,000 
18,000 
25,000 

130,000 
30,000 
130,000 
15,000 
60,000 

2,000 
50,000 
20,000 
12,000 
30,000 
60,000 
25,000 
90,000 
890,000 
20,000 
10,000 
20,000 
45,000 
3,000 
40 
80 

20,000 

10,000 

7,500 

65,000 





















































OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 71 


From a comparison of the foregoing supply-ship list with the individual estimates 
submitted by the pay officers of the battle ships, it will be observed that a number of 
items of fancy groceries, fresh fruits, nonstaple fresh meats, etc., have been omitted 
from the list to be carried by the supply ships. This omission is intentional, as it is 
believed to be distinctly inadvisable for the supply ships to be burdened with any 
article which is not in common use by a number of vessels or which can be conven¬ 
iently carried or readily procured by individual vessels; in other words, following 
out the idea conveyed by the wording of the blank form distributed with the com¬ 
mander in chief’s letter of May 7, 1909, ‘Remainder to be drawn from supply ships, 
the supply-ship programme hereinbefore outlined is based on the assumption that 
each individual ship will take on board all provisions she can properly accommodate, 
leaving for supply ships to carry the balance of staple articles in general use only.’ 

“If the plan outlined meets with the approval of superior authority, it is particu¬ 
larly important that all commanding officers be informed thereof, in order that com¬ 
missary officers may know exactly what to expect of supply ships.” 


“Navy Department, 

“Bureau of Supplies and Accounts, 

“ Washington, D. C., June 7, 1909. 

“Sir: With reference to provisioning the Atlantic Fleet for the period beginning 
June 15 and ending September 30, 1909: 

“The bureau has approved, with slight additions, the estimates submitted in the 
fleet paymaster’s letters of May 19 and May 26, 1909. It also approves the plan out¬ 
lined by him for provisioning the fleet during this period. 

“The bureau accordingly requests that all commissary officers be notified as to 
these dispositions and be directed to be governed accordingly. 

“Respectfully, 

“ E. B. Rogers, 

“ Paymaster-General, U. S. Navy. 

“Commander in Chief, 

United States Atlantic Fleet, 

“(Through Bureau of Navigation).” 

Respectfully, 

Seaton Schroeder, 

Rear-Admiral, U. S. Navy, 
Commander in Chief, United States Atlantic Fleet. 

The Commanding Officer. 


United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 

Navy- Yard, New York, June 13, 1909. 

Sir: 1. You will forward to the commander in chief on June 25, 1909, a report, on 
fleet form No. 6, of all provisions on board the vessel under your command. 

2. In this connection attention is particularly invited to paragraph 1 of the com¬ 
mander in chief’s letter of May 7, 1909, and also to following extract from forthcoming 
fleet regulations with reference to the proper method of preparing such report: 

“Immediately before departure from any port, an itemized and alphabetically 
arranged list of provisions on board and fit for issue will be prepared by the pay officer 
and forwarded by the commanding officer as near the time of sailing as possible but so 
as to be in the hands of the commander in chief before the vessel leaves port (Fleet 
Form No. 6). In the absence of the commander in chief this list will be sent to the 
senior officer present to be forwarded to the commander in chief at the first opportu¬ 
nity. The record of provisions on hand being properly kept (by means of the “Daily 
Ration Record, Supplies and Accounts Form 26, ” entered absolutely up to date) an 
inventory should not be necessary. The information required is as to how much of 
each article of provisions is on board in good condition and how long each class (such 
as total quantity of breads of all kinds, of beverages of all kinds, of meats of all kinds, 
etc.), will last without materially reducing the usual bill of fare. The number of 
days will therefore be stated for each class, but not for any item or items within a 
class; it being immaterial for the purpose for which this particular list is intended 
whether—for example—fresh beef be the only meat on hand, or whether other items, 
such as veal, bologna, corned beef, smoked ham, etc., enter into the total of the meat 
class. If the supply of provisions is properly assorted, the various classes may of 
course be reasonably expected to last about the same length of time—special care 




72 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


being exercised that no class of articles be permitted to become unduly reduced in 
consequence of lack of stowage space due to over supply of articles of a different 
class.” 

Respectfully, Seaton Schroeder, 

Rear Admiral , U. S. Navy, 
Commander in Chief, United States Atlantic Fleet. 

The Commanding Officer. 


United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 

Navy- Yard, New York, June 14, 1909. 

Sir: 1. Referring to the commander in chief’s letter of June 9, 1909, inasmuch as 
the scheduled day of departure from navy-yards for vessels of the Atlantic Fleet has 
been postponed ten days, it is suggested that the original quantities of the following- 
named articles, to be placed on board of the Celtic at this time, be reduced to the 
following: 

Pounds. 


Frozen beef. 400, 000 

Frozen mutton. 20, 000 

Frozen pork loins. 90, 000 

Frozen pork sausage. 25, 000 

Frozen veal. 90, 000 

Fresh potatoes. 300, 000 

Fresh onions. 25, 000 


Very respectfully, Seaton Schroeder, 

Rear-Admiral, U. S. Navy, 
Commander in Chief, United States Atlantic Fleet. 

The Secretary of the Navy, 

Navy Department, Washington , D. C. 

(Bureau of Supplies and Accounts via Bureau of Navigation.) 


United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 

Navy- Yard, New York, N. Y., June 14, 1909. 

Sir: 1 . As the date of departure from navy-yards has, in some cases, been post¬ 
poned, you will, in compliance with the instructions contained in the commander in 
chief’s letters of May 7 and June 9, 1909, direct the commissary officers of the vessels 
under your command to have on board at the time of departure from the navy-yard 
all the nonperishable provisions and frozen meats that can be properly accommodated 
and of fresh vegetables twenty days’ supply and no more. 

By direction of the commander in chief. 

A. W. Grant, 

Commander, U. S. Navy, Chief of Staff. 

The Commanding Officer. 


United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 

Navy- Yard, New York, June 17, 1909. 

Sir: 1. Referring to commander in chief’s letter, dated June 14,1909, recommending 
a reduction of the quantities of certain items of frozen meats and of vegetables to be 
placed on board the Celtic for the use of the Atlantic Fleet during the coming summer 
owing to the fact that the departure of ships from the various navy-yards has been post¬ 
poned ten days. 

2. It is understood that the officer in charge of the provisions and clothing depart¬ 
ment at this navy-yard is unable to induce the contractors to reduce the quantity of 
any article ordered for the Celtic. It is therefore requested that the reduction recom¬ 
mended in the Celtic’s cargo be made instead in the Culgoa’s cargo, and in order to 
secure the maximum keeping qualities and to incur the minimum loss through deterio¬ 
ration of perishable provisions, the date set for the loading of the Culgoa be postponed 
ten days. 

Respectfully, Seaton Schroeder, 

Rear-Admiral, U. S. Navy, 
Commander in Chief, United States Atlantic Fleet. 

The Secretary of the Navy, 

Navy Department, Washington, D. G. 

(Bureau of Navigation.) 












OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 73 


Cape Cod Bay, July 9, 1909. 

Fleet special order: 

1. General stores carried on board the supply ships Celtic and Culgoa under naval 
supply fund shall be issued only on requisitions approved by the commander in chief. 

2. Requisitions for provisions shall be invariably made at least one day in advance 
of the time when the articles are to be drawn; and, whenever such a requisition is 
approved by the commanding officer of a vessel, he shall at the same time signal, if 
practicable, to the supply ship enumerating the articles and quantities required; 
formal requisition to follow in the next guard boat. In naming articles required the 
alphabetical sequence shown on fleet form No. 6 shall be observed. 

3. Each vessel sending to a supply ship for provisions shall send a working party of 
at least 10 men in charge of a chief petty officer of the deck force. All men included in 
such parties shall wear shoes and stockings; those who are to enter the cold storage 
compartments shall wear blue working trousers and be provided with jerseys. 

4. Fresh meats shall be issued only between the hours of 5 and 8 a. m. and the hours 
of 5 and 8 p.m. 

5. When a provision boat is alongside the supply ship, sharp lookout shall be kejot 
for signals from the supply ship, so that a steamer may be sent as soon as the boat is 
loaded. 

Seaton Schroeder, 
Rear-Admiral, U. S. Navy, 
Commander in Chief, United States Atlantic Fleet. 


United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 

Cape Cod Bay, July 9, 1909. 

Sir: 1. Concerning issues by the supply ship Celtic during the fleet’s visit to Cape 
Cod Bay, the following instructions will govern. 

2. Battle ships will require for fresh meats and vegetables for ten days and no more. 

3. Fresh meats will be issued to vessels of the fleet by divisions, as follows: 

First division, Saturday, July 10, 5 to 8 p. m. 

Second division, Monday, July 12, 5 to 8 a. m. 

Third division, Monday, July 12, 5 to 8 p. m. 

Fourth division, Tuesday, July 13, 5 to 8 a.m . 

Second division, Saturday, July 17, 5 to 8 p. m. 

First division, Monday, July 19, 5 to 8 a. m. 

Third division, Monday, July 19, 5 to 8 p. m. 

Fourth division, Tuesday, July 20, 5 to 8 a. m. 

Third division, Saturday, July 24, 5 to 8 p. m. 

Fourth division, Monday, July 26, 5 to 8 a. m. 

First division, Monday, July 26, 5 to 8 p. m. 

Second division, Tuesday, July 27, 5 to 8 a. m. 

Fourth division, Saturday, July 31, 5 to 8 p. m. 

Third division, Monday, August 2, 5 to 8 a. m. 

First division, Monday, August 2, 5 to 8 p. m. 

Second division, Tuesday, August 3, 5 to 8 a. m. 

4. Vessels scheduled to draw fresh meats in the morning will draw any other needed 
stores during the forenoon of that day and at no other time; vessels scheduled to draw 
fresh meats in the evening will draw any other needed stores during the afternoon of 

that day and at no other time. . . . * . .... 

5. The auxiliaries Panther, Yankton, Montgomery, Prairie, Dixie, and Castme will be 
permitted to draw fresh meats and provisions only upon Thursdays and Fridays and on 
Saturday mornings. 

Bv direction of the commander in chief. 

A. W. Grant, 

Commander, U. S. Navy, Chief of Staff. 

The Commanding Officer. 

70. Within two weeks after the arrival of the fleet in ("ape Cod Bay 
complaint arose as to the fresh potatoes being supplied by the Celtic, 
and very soon they were being surveyed and condemned in large 
quantities throughout the fleet. * * * 



74 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


71. The following tabulations show all condemnations, by dates 
and then by ships: 

Pounds. 


July 6. Georgia 


12. Connecticut. 

13. Wisconsin. 2,000 

13. Virginia.. 4,125 


14. Louisiana. 2,500 

14. Ohio. 8, 300 

14. Rhode Island. 4,178 

14. Virginia. 1,625 

14. Wisconsin. 5,000 


15. Maine. 

17. Mississippi. 

19. Vermont. 4, 000 

19. New Hampshire. 3,000 

19. New Jersey. 2,000 

19. Minnesota. 6, 000 

19. Connecticut. 12,000 

19. Louisiana. 5,000 


20. Panther... 

21. Maine. 5, 500 

21. Wisconsin. 4,000 


22. New Jersey. 2,000 

22. Ohio. 9,100 

22. Rhode Island. 3,810 


23. Yankton. 100 

23. Georgia. 1, 000 


24. Montgomery. 

25. Celtic. 

26. Panther. 1,400 

26. Georgia. 5,300 


29. Minnesota 


3,400 
1, 500 


6,125 


21, 603 
4, 500 
12, 000 


32, 000 
1,800 


9,500 


14,910 


1,100 
600 
48,100 


6, 700 
9,000 


Total 


172, 838 


Pounds. 

Connecticut. 13, 500 

Vermont. 4,000 

Louisiana. 7, 500 

Minnesota. 15,000 

New Hampshire. 3,000 

Mississippi. 12,000 

Georgia.,. 9,700 

New Jersey. 4,000 

Rhode Island. 7, 988 

Virginia. 5, 750 

Wisconsin. 11,000 

Maine. 10, 000 

Ohio. 17,400 

Panther. 3, 200 

Celtic. 48,100 

Yankton.1. 100 

Montgomery. 600 


Total.... 172,838 


72. Owing, to a certain extent, to the several changes in dates of 
departure of vessels from navy-yards, the instructions as to stock- 





























































OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 75 


ing up with provisions for the summer maneuvers had not been 
uniformly complied with; so at Provincetown I suggested and the 
commander in chief promulgated the following fleet order: 

United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 

. Cape Cod Bay, July 19, 1909. 

Sir: 1. Referring to paragraph (6), article 284, Fleet Regulations, it is not intended 
that a list of provisions on board (Fleet Form No. 6) be submitted each time a vessel 
temporarily leaves Provincetown during the present maneuvers. 

2. A list will, however, be submitted on the prescribed form August 3, 1909, show¬ 
ing the exact quantities of each article of provisions on board at noon of that day 
fit for issue, how long each class of articles will last, and in addition what further 
quantity of each article will be needed during the period ending September 30, 1909. 
This additional information will be shown in red ink on the right margin of Form No. 6 
and will be stated with as much precision as possible, bearing in mind the facts that 
supply-ship estimates must be based thereon, and that while an adequate supply 
is to be kept constantly available for the fleet, it is highly inadvisable to overstock 
with perishable provisions. 

Respectfully, Seaton Schroeder, 

Rear Admiral, U. S. Navy, 
Commander in Chief, United States Atlantic Fleet. 

The Commanding Officer. 

73. The following correspondence as to Provincetown potatoes 
is self-explanatory: 

SUGGESTED WIRELESS TO BUNAV FOR BUSUP. 

Owing to surveys and New York short deliveries of Celtic potatoes, 100 tons of new 
crop probably required about July 23. Suggest bureau secure bids now this year’s 
crop delivery on board Celtic at Provincetown on forty-eight hours’ notice. Quantity 
to be increased 25 or decreased 50 per cent at option of commander in chief when placing 
final order and fixing date of delivery. 

S. McG. 

July 17, 1909. 

Sent July 19, p. m. 


[Wireless telegram—U. S. S. Connecticut , receiving. 


July 20, 1909—8.27 p. m. 


Pay Inspector McGowan: 

Can I make an appointment with you for Wednesday, July 21, and, if so, at what 
hour? 

John Adams, 

Naval Contractor. 


MEMORANDUM FOR THE CHIEF OF STAFF. 

Herewith is a wireless message I received late last night from the provisions con¬ 
tractor at Provincetown. ... 

What I fancy he wants to see me about is the question of turning over to us under 
his contract a carload of fresh potatoes which the commissary officer of the Connecticut 
tells me the contractor has on hand at Provincetown awaiting orders from the fleet. 

Now, while I am not in a position to speak positively as to any one ship, I believe 
that the potato situation in the fleet is really worse than it has ever been since that 
week preceding our arrival at Manila, when we ran short in consequence of the Culgoa 
having failed to meet us at Albany. 

Inasmuch as we have not heard yet from the bureau as to what it proposes to do 
about the 100 tons to be purchased, I suggest: . 

I That the ships of the fleet be queried now by wireless as to the exact quantity 

of usable potatoes now on board. . „ . j x . . 

II. That, if it is found that some of the ships are really out of potatoes, a wireless 
be sent to the commanding officer of the Celtic to-day to take on board under local 
contract a carload of potatoes now said to be at Provincetown (or such portion thereof 




76 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


as may be needed to comfortably provide for the various ships until next Saturday) 
and bring them out to the fleet either to-night or to-morrow morning. 

III. That the commanding officer of the Celtic be, at the same time, directed to 
make arrangements with the local contractor to deliver at Provincetown next Satur¬ 
day about 70,000 pounds more, so as to last the fleet until delivery can be secured 
on the purchase order the bureau has been requested to arrange for. 

IY. (This last suggestion is, of coiyse, based on the assumption that a number of 
vessels are now about out of potatoes.) 

S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 

July 21, 1909. 


[Wireless telegram.—U. S. S. Connecticut , receiving.] 


July 21, 1909—12.01 p. m. 

To Commander in Chief, * 

Atlantic Fleet. 

Owing to the limited time, please direct fleet paymaster award contract 100 tons 
new potatoes delivery Celtic forty-eight hours notice, quantity to increase 25 per 
cent or decrease 50 per cent option. 

Carpenter. 


[Wireless to Yankton .] 

Send following telegram immediately to purchasing pay officer, Boston, and pur¬ 
chasing pay officer, New York: “Please issue immediately proposals for 225,000 
pounds new crop Irish potatoes per navy specifications, to be delivered free on board 
Celtic at Provincetown July 26. Potatoes to be packed in octagonal shaped ventilated 
crates. Inspection as to quantity and quality by paymaster of Celtic. Instruct 
bidders to immediately telegraph bids to commander in chief, Provincetown. Schroe- 
der.” Yankton will furnish John Adams, Provincetown, copy of this message. 


[Wireless to Maine .] 

Take on board at Boston sufficient fresh potatoes to last through August 9. 

July 21, 1909—1.30 p. m. 

[Wireless telegram.—U. S. S. Connecticut , receiving.] 

July 21, 1909—7.20 p. m. 

To Commander in Chief Schroeder: 

Your communication sent by messenger received. Already have contract for 
potatoes for fleet in the absence of potatoes being on board supply ship. The con¬ 
tract was given me in May, 1909, by Bureau of Supplies and Accounts. Your com¬ 
munication conflicts entirely with my contract. In the absence of your not having 
a copy of my contract I would be glad to furnish the same to you. Would like to 
have an appointment with you at once before these proposals are issued. Kindly 
wire me immediately at what time I can see you. My contract certainly must mean 
something. 

John Adams, Naval Contractor. 


MEMORANDUM FOR THE CHIEF OF STAFF. 

I have not a copy of the contract between the bureau and Mr. John Adams of 
Provincetown; but the price of potatoes on said contract is published to the service 
in the bureau’s memorandum No. 99, Supplement A, dated June 15, 1909. 

The price (2| cents per pound) plus the very detailed statement offered by Mr. 
Adams in his wireless to the commander in chief as to the circumstances under which 
he is to supply the fleet show plainly why he insists on furnishing this 225,000 pounds 
of potatoes under his existing contract rather than admit of any competition—namely: 
Mr. Adams has a contract for supplying comparatively small quantities of potatoes 
as needed from time to time at a very liberal retail price, whereas the present demand 
is an unusual and an unexpected one for a very large quantity of potatoes which 
(unless I am much mistaken) can be bought in bulk considerably cheaper than he 
would supply them under his retail contract. 







OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 77 


It was due to the fact that he has the local contract that I was careful to suggest 
that he be made acquainted with the present situation so that he might have an 
opportunity to bid in competition with various others—that is, so as not to shut him 
out in his own territory. If the price shown on his existing contract is the fair 
market value at wholesale, then it stands to reason that it will make no difference 
at all to Mr. Adams whether he puts in a new bid at that figure or simply supplies 
the 225,000 pounds under his old contract. If, however, the present market condi¬ 
tion is such that, we can get better offers, it would be manifestly contrary to the best 
interests of the United States to place an unexpected wholesale order under a retail 
contract at a higher price. 

Be this as it may, the “communication ” to which Mr. Adams so vigorously objects 
is in exact conformity with the telegraphic directions received this noon from the 
Bureau of Supplies and Accounts; and if, therefore, he considers he has any case, 
it is to the bureau and not the commander in chief that Mr. Adams should address 
himself. 


July 21, 1909. 


S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 


[Wireless telegram.—U. S. S. Yankton , receiving.] 

July 22, 1909 — 9.04 a. m. 

To Yankton: 

Inform Mr. John Adams that if he considers he has any case concerning contract 
for potatoes he must seek redress through Bureau of Supplies and Accounts at Wash¬ 
ington, as orders for purchase come from that office. 

From Schroeder. 


[Memorandum.] 

Mr. John Adams informed at 9.30 a. m., July 22, 1909. 

Chas. B. McVay, Jr., 

Lieut. Comdr. TJ. S. Navy. 


[Wireless received at 11.15 a. m., July 21,1909.] 

For Admiral Schroeder, Connecticut. 

Navy pay office can not obtain bids for delivery of potatoes on board Celtic. If 
bids can be obtained, will be delivery in ventilated barrels at Provincetown wharf. 
Answer. Would you consider sending Celtic to navy-yard pier? 

Swift. 


MEMORANDUM FOR THE CHIEF OF STAFF. 

It is suggested that the following wireless be sent to the commandant, Boston Navy- 
Yard, in reply to his message just received: 

“ Celtic can not come to Boston. Delivery of potatoes in ventilated barrels at 
Provincetown wharf will be satisfactory. Inspection and payment to be made by 
pay officers of individual vessels receiving potatoes.” 

if the foregoing message is sent it will be but fair to telegraph the purchasing pay 
officer at New York directing him to modify terms of delivery accordingly and also 
to have the Yankton or the Celtic notify Mr. John Adams at Provincetown that the 
modification has been made in order that he may intelligently bid if he sees fit to do so. 

S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 

July 22, 1909. 


[Wireless telegram received from Boston.—U. S. S. Connecticut , receiving.] 

July 22, 1909—2.45 p. m. 

Admiral Schroeder, 

Commander in Chief, Atlantic Fleet. 

T. D. Baker Company are telegraphing you offering to deliver in lighter alongside 
Celtic quantity of potatoes required Monday morning at contract price. 

Swift. 







78 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 



[Wireless telegram received from Boston, 22, via Yankton.— U. S. S. Connecticut, receiving.] 

July 22, 1909—11.15 a. m. 

For C. in C., Conn. 

Acknowledging telegram forwarding purchase potatoes, report every effort made to 
have delivered. Wire bids, with result that possibly two firms will deliver alongside 
ship Provincetown. Others will bid for delivery in navy-yard. Can not be supplied 
in crates. 

Littlefield. 


[Wireless telegram received from Washington via Yankton.— U. S. S. Connecticut, receiving.] 


For Schroeder, Conn. 


July 22, 1909—11.20 a. m. 


Referring to-day’s telegram about purchasing potatoes, Adams’s contract conflicts 
item twenty-five—5,000 pounds new potatoes. Direct that these should be ordered 
and the opened purchase modified accordingly. 

Rogers. 


[Wireless telegram received from New York, 22, via Yankton .—U. S. S. Connecticut, receiving.] 

July 22, 1909—11.40 a. m. 

For C. in C. Schroeder. 

Will deliver potatoes July 26 in double-head barrels, net weight, $2.15 per hundred. 
Immediate reply. Crates impossible. 

James E. Morris. 


[Wireless telegram received from Boston via Yankton.— U. S. S. Connecticut, receiving.] 

July 22, 1909—12 m. 

For C. in C., Conn. 

Will deliver alongside dock at navy-yard Boston, U. S. S. Celtic , 225,000 pounds new 
crop Irish potatoes in ventilated barrels at 2 cents pound, as per on contract can con¬ 
venience loading on receipt of telegram given notice of departure of Celtic from 
Provincetown Sunday except a reply favorable or otherwise will be appreciated. 

Boston Provision and Supply Co. 


[Wireless telegram received from Boston July 22 via Yankton .—U. S. S. Connecticut, receiving.] 

July 23, 1909—11.50 a. m. 

For C. in C., Conn. 

We will deliver 205,000 pounds new crop Irish potatoes in ventilated barrels alongside 
Celtic , Provincetown Harbor, for 2 cents pound. Lighter to leave Boston Sunday, 
25th, weather permitting. Conditions upon acceptance to-day. 

T. O. Baker, 

721 Washington street. 


[Wireless telegram received from Boston, via Yankton July 22—U. S. S. Connecticut, receiving.] 

July 23, 1909—11.53 a. m. 

For C. in C., Conn.: 

Can not deliver onboard Celtic , Provincetown, but can deliver alongside Celtic , navy- 
yard, Boston, July 28, 225,000 pounds new Irish potatoes, in bags, at $2.20 per bag. 
Contract providing acceptance by 9 o’clock Friday. 

P. H. Wall & Co. 


[Wireless telegram received from Provincetown, Mass., via Cape Cod—U. S. S. Connecticut, receiving.] 

July 23—2.16 p. m. 

I have received no proposals from Boston pay office for potatoes. Please inform me 
at what time I must submit my bid. I think, however, you will receive word from 
the Bureau of Supplies and Accounts, Washington, D. C., to-day regarding my 
contract. Please answer. 

John Adams, 

Naval Contractor, Provincetown. 









OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 79 


[Wireless telegram, dated New York, July 23, received from Yankton , via Louisiana— U. S. S. Connecticut 

receiving.] 


July 24, 1909—12.15 a. m. 

For Commander in Chief, 

Connecticut, Provincetown: 

What you want me to do? Don’t understand what is meant by Celtic can not go to 
Boston from telegram this morning. With all to whom proposals were sent it seems 
James E. Morris was the only bidder. Don’t know their price. They sent it to you. 
Bidders don’t like to give prices to two places. If they are to furnish potatoes by 
26th, they wish immediate notice. Shall I tell them to go ahead? 

Mudd. 


MEMORANDUM FOR THE CHIEF OF STAFF. 


Portions of the wireless telegrams which were received to-day in regard to potatoes 
are evidently inaccurate to a certain extent and confusing—the one from Washington, 
for example, indicating that a former message sent from there has not been received 
here. ' 

It would seem to be the bureau’s intention, however, that 25,000 pounds of new 
potatoes are to be ordered from John Adams, the local contractor in Provincetown, at 
the annual contract price of 2| cents per pound, and that the remaining 200,000 pounds 
be purchased outside. 

As shown by the accompanying wireless telegrams, the bids received up to ihis 
hour (2 p. m. July 23, 1909) are as follows: 

James E. Morris & Co., New York: Delivery July 26 in double-headed barrels; 
price $0.0215 per pound. 

T. D. Baker & Co., Boston: Delivery in ventilated barrels alongside Celtic “lighter 
to leave Boston Sunday, July 25, weather permitting;” price $0.02. 

P. H. Wall & Co., Boston: Delivery in bags alongside Celtic , Boston Navy-Yard, 
July 28; price $0,022. 

Boston Provision and Supply Company, Boston: Delivery alongside dock, navy- 
yard, Boston; price $0.0225. 

As will be seen from the foregoing, Morris, of New York, and Baker, of Boston, are 
the only two bidders offering delivery at Provincetown, the former’s price being 
$0.0215 per pound against $0.02 per pound offered by the latter. 

It is therefore recommended that the following wireless be sent to the Yankton: 

Send following telegram immediately: 

“T. D. Baker Company, 721 Washington street, Boston Mass.: 

“.If you can unconditionally guarantee delivery July 26, order is hereby placed for 
delivery in ventilated barrels alongside Celtic , Provincetown Harbor, of 200,000 
pounds Irish potatoes, new crop, per navy specifications; price 2 cents per pound net; 
inspection as to quantity and quality by pay officers receiving potatoes. Answer 
immediately whether you can certainly make delivery July 26. If not, order will be 
placed elsewhere to-night. 

“Schroeder.” 

Also the following in a separate message to the Yankton: 


“Notify John Adams, Provincetown, that he has been purposely kept informed of 
all outgoing correspondence concerning bids for 25,000 pounds of potatoes in order 
that he might submit a bid if he saw fit, and that he has therefore been in a position 
to submit a bid really before any other dealer was. If he cares to submit a bid now 
he can do so, although the order has been conditionally placed. He will be expected 
to deliver on board the Celtic Saturday morning 25,000 pounds new potatoes, under 
his existing contract.” 


The second wireless message is suggested in view of the message just received from 
Mr. Adams.. 


S. McGowan, 

Pay Inspector , U. S. Navy , Fleet Paymaster . 


July 23, 1909 



80 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


MEMORANDUM FOR THE CHIEF OF STAFF. 


It is suggested that directions be given to distribute the Celtic's new cargo of pota¬ 
toes (coming from Boston July 26) on the basis of complement as follows: 

Pounds 


Connecticut..*.•-- 15, 000 

Vermont.. 14, 000 

Kansas. 14, 000 

Louisiana. 14, 000 

Minnesota. 14,000 

New Hampshire. 15, 000 

Mississippi. 11, 000 

Idaho. 12,000 

Georgia. 13, 000 

New Jersey. 13,000 

Nebraska. 13, 000 

Rhode Island. 13, 000 

Virginia. 13,000 

Wisconsin. 10, 500 

Ohio. 12,000 


July 23, 1909. 


S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 


[Wireless telegram received from Boston, July 22, via Yankton— U. S. S. Connecticut, receiving.] 

July 23, 1909—11.48 a. m. 

For C. in C., Conn.: 

Will deliver 225,000 pounds new Irish potatoes in ventilated barrels, 150 pounds 
potatoes net each barrel, at $2.25 per barrel aboard U. S. S. Celtic, Provincetown, July 
26, subject to acceptance 9 a. m., July 23. 

Lane & Co. 

Note. —This wireless message was received by chief of staff some time after 1 p. m., 
July 23, 1909, and was handed by him to fleet paymaster at 4.10 p. m. 


[Wireless telegram received from Dixie, via Louisiana —U. S. S. Connecticut, receiving.] 

July 23, 1909—7.30 p. m. 

For Conn.: 

T. D. Baker Company, Boston, accepts by telephone message contract for potatoes 
and will confirm acceptance by telegraph. 

Foley. 


[Wireless telegram received from Cape Cod.—U. S. S. Connecticut receiving.] 

July 23, 1909—9.50 p. m. 

For Commander in Chief, Connecticut: 

I will deliver potatoes as per your wireless through Yankton to me at the price of 
1.98 cents per pound. Have the necessary amount on hand at present. Please reply. 

John Adams, 

_ Naval Contractor, Provincetown. 


[Wireless telegram, dated July 23, 1909, received from Yankton, via Louisiana.— U. S. S. Connecticut 

receiving.] 

July 24, 1909—12.10 a. m. 


Referring to our bid for potatoes we will 
same price if desired. Much easier handled. 


supply them in new 2-bushel bags at 

T. D. Baker Co., 

721 Washington street, Boston. 


[Wireless telegram received from Provincetown, Mass., July 23.—U. S. S. Connecticut receiving.] 

For C. in C.: 

In confirmation of my message to you via naval wireless telegraph station, Highland, 
North Truro, Mass., I will deliver 200,000 pounds potatoes as per your wireless to 
quote navy pay officer, New York, July 22, 8.23 p. m., at the price of 1.98 cents per 
pound. Am prepared to commence delivery Sunday, July 25, upon notice of accept¬ 
ance. 

John Adams, Naval Contractor. 






















81 


i 

OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


MEMORANDUM FOR THE CHIEF OF STAFF. 

I can see no useful purpose to be served by paying any attention to the two wireless 
messages received from John Adams, since he was informed yesterday that order for 
200,000 pounds of potatoes had been conditionally placed—the condition having been 
immediately complied with and the transaction therefore closed. 

As it appears to be fairly plain that Mr. Adams is but laying the foundation for a 
new appeal to the department, I particularly suggest that he be allowed to continue 
doing all the writing, and further that, if he seeks an interview on that subject, he be 
informed that a written communication from him is, under the circumstances, prefer¬ 
able to any oral intercourse. 

With reference to the message received this forenoon from the navy pay office, New 
York, I think it due to the bidders there and in Boston that they should know that 
the order has been placed—particularly as the Boston Provision and Supply Company 
for one requested in its bid to be informed as to the success of said bid, favorable or 
otherwise. 

Hence, I suggest that the following identical telegram be sent now to the navy pay 
offices at New York and Boston, a copy being meanwhile furnished to Mr. Adams at 
Provincetown: 

“Order for 200,000 pounds potatoes has been placed with T. D. Baker Company, 
Boston. 

“SCHROEDER.” 

S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 

July 24, 1909. _ 


[Telegram.—U. S. S. Connecticut sending.] 

July 24, 1909. 

Navy Pay Office, New York. 

Navy Pay Office, Boston, Mass. 

Order for 200,000 pounds potatoes has been placed with T. D. Baker Company, 
Boston, Mass. 

SCHROEDER. 


(A copy of the above has been sent to John Adams, Provincetown, Mass.) 

United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 

Provincetown, Mass., July 24, 1909. 

Sir: 1. It is expected that a consignment of new crop Irish potatoes will be received 
on the Celtic on Monday the 26th instant. Unless delayed in transit they will be 
distributed as follows: 


MONDAY AFTERNOON. 


Pounds. 


Connecticut. ...-. 14, 000 

Vermont.. 14,000 

Kansas. 14,000 

Louisiana. 14> 000 


TUESDAY FORENOON. 

t 

Minnesota. 

New Hampshire. 

Mississippi .. 

WEDNESDAY FORENOON. 

Georgia... 

New Jersey... 

Nebraska. 

Rhode Island. 


14, 000 
14, 000 
14,000 


13, 000 
13, 000 
13, 000 
13,000 


WEDNESDAY AFTERNOON. 

I 

Virginia.-. 

Wisconsin.-. 

Ohio. 

By direction of the commander in chief. 

Commander, 


13, 000 
10, 000 
12,000 


A. W. Grant, 

U. S. Navy, Chief of Staff. 


The Commanding Officer. 

49710°—S. Doc. 040, 01-2-0 


















82 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


74. Even after the foregoing distribution had been made, the 
potato situation was not entirely relieved, as is shown by the fol¬ 
lowing : 

MEMORANDUM FOR THE CHIEF OF STAFF. 

Referring to the repeated memoranda from the Celtic and inquiries from dealers as 
to purchase of another lot of potatoes, the 225,000 pounds recently purchased were— 
as you are aware—estimated to last the fleet until August 9, by which time the Culgoa’s 
cargo is expected to be available. But the ships themselves have not been heard 
from in this regard, and, in the absence of definite data from them, I anticipate the 
possibility of shortages in individual cases attributable partly to the presence of Naval 
Militia and partly to variations in bills of fare. 

Hence, in order to clinch the matter and to know beforehand that we shall run no 
chance of leaving our base of supplies short on potatoes, I suggest that the following 
inquiry be made of all the battle ships to-day: 

“ Report at once what quantity of fresh potatoes additional to quantity now on board 
will be needed to last through August 9.” 

S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 

U. S. S. Connecticut (Flagship), 

Cape Cod Bay, July 29, 1909. 


[Wireless telegram.—U. S. S. Connecticut sending.] 

July 29, 1909.—8.30 p. m. 

To battle ships of fleet: 

Report at once what quantity of fresh potatoes additional to quantity now on board 
will be needed to last through August 9. 

Schroeder. 


MEMORANDUM FOR CHIEF OF STAFF. 

With reference to the signals which have just come in showing that, to carry the fleet 
through August 9, the Connecticut needs i0,000 pounds more potatoes, the Vermont 
10,000 pounds, the Kansas 10,000 pounds, the Minnesota 5,000 pounds, the New Hamp¬ 
shire 5,000 pounds, the Georgia 5,000 pounds, the New Jersey 9,000 pounds, the Nebraska 
6,000 pounds, the Rhode Island 8,000 pounds, the Virginia 13,000 pounds, the Wisconsin 
10,000 pounds, the Maine 4,000 pounds, and the Ohio 5,000 pounds, it is suggested that 
the following telegram be sent at once to the Bureau of Navigation: 

“Fleet will need 50,000 pounds of fresh potatoes additional to present stock to last 
until Culgoa supply becomes available August 9; does the Bureau of Supplies and 
Accounts wish this 50,000 pounds to be taken from John Adams at his contract price 
of cents per pound or shall they be purchased in Boston probably 20 per cent 
cheaper? ” 

As you are aware, it will be perfectly easy to get these potatoes from Boston or from 
John Adams; only, as the Adams contract calls for annual total of only 25,000 pounds, 
which has already been taken in full, I think it wiser—and by far the most consistent 
thing to do in view of our former action—to put the question squarely up to the Wash¬ 
ington authorities and let them decide it in advance. If a wireless telegram is gotten 
off this morning, we ought to have the answer by to-morrow, which will be plenty of 
time to do whatever is directed in the matter. 

S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 

U. S. S. Connecticut, 

Provincetown, Mass., July 30, 1909. 

75. The suggested telegram was not sent; but such quantities of 
potatoes as were considered absolutely indispensable were obtained 
from the local contractor under his contract. 

76. Meanwhile, the replies to the commander in chief’s circular 
letter calling for estimates on quantities to last until September 30— 
the end of the maneuver period—were carefully canvassed, and the 
following letter was accordingly sent: 




OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET 


83 


United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 

At sea, en route to Hampton Roads, Va., August 6, 1909. 

Sir: 1 . The following figures are deduced from tabulated recapitulation of pro¬ 
visions reports dated August 3, 1909: 


Item. 


Cocoa . 

Coffee. 

Tea. 

Corn meal. 

Flour, wheat. 

Barley. 

Cornstarch. 

Hominy. 

Oatmeal—rolled oats. 

Rice. 

Tapioca or sago. 

Eggs, fresh. 

Apricots, canned. 

Fruit butter, jams, and jellies 

Peaches, canned. 

Tears, canned. 

Apples, dried. 

Peaches, dried.. 

Prunes, dried. 

Raisins, dried. 

Apples, fresh. 

Bananas, fresh. 

Cranberries. 

Oranges, fresh. 

Beef: 

Fresh. 

Hearts. 

Livers. 

Clams. 

Fish, fresh. 

Hamburger steak. 

Fowl. 

Mutton, fresh.. 

Oysters. 

Pork: 

Loins. 

Sausage.■. 

Veal.. 

Ham, pressed. 

Pies’ feet, compressed.. 

Headcheese. 

Fish, salt, shredded. 

Sardines. 

Bacon, tinned. 

Beef: 

Chipped, tinned. 

Corned, tinned. 

Ham, tinned. 

Salmon, tinned. 

Beef, corned, salt. 

Pork, salt. 

Codfish, salt. 

Beef tongues, smoked. 

Bologna. . 

Frankfurters. 

Sugar-cured hams. 

Milk: 

Condensed. 

Evaporated. 

Fresh. 



Total 
quanti¬ 
ties esti¬ 
mated 
by 15 
battle 
ships 
to be 
needed 
(in addi¬ 
tion to 
what is 
now on 
board) 
to last 
through 
Sept. 30,- 
1909. 

Estimated 
quantities 
needed 
with 20 
per cent 
added 
for errors, 
armored 
cruisers, 
auxiliaries, 
Missouri, 
and 

surveys. 

.pounds.. 







1,300 

1,526 


568 

681 

_do_ 

500 

600 


203,700 

244,450 




_do_ 

800 

960 

_do_ 

1,000 

1,200 

_do_ 

5,840 

4,608 

_do_ 

4,000 

4,800 

... .do.... 



..dozen.. 

24, 340 

29,208 

.pounds.. 

3,000 

3,600 


3,600 

4,320 

_do_ 

3,000 

3,600 

.. .do_ 

2,000 

2,400 

_do_ 

4,000 

480 

_do.... 



.. .do_ 



.. .do_ 



_do_ 

3,000 

3,600 

_do_ 

3,000 

3,600 

_do_ 

200 

240 

..dozen.. 

5,000 

6,000 

pounds.. 

409,316 

491,179 

...do ... 

2,400 

2,880 

_do_ 

1,500 

1,800 

_do_ 

250 

300 


7,000 

8,400 

.. .do_ 

2,400 

2,880 

_do_ 

3,500 

3,960 

.. .do_ 

32,626 

39,151 

_do_ 

100 

120 


117,869 

141,443 

.. .do_ 

37,900 

45,480 

...do.. . 

77,196 

92,635 

.. .do_ 

4,300 

5,160 

... do_ 

500 

600 

.. .do_ 

500 

600 

.. .do_ 

500 

600 

.. .do_ 

800 

960 

.. .do_ 

5,500 

6,600 


3,500 

3,960 

.. .do_ 

10,400 

12,480 

.. .do_ 

600 

720 

.. .do_ 

3, 700 

4,440 

.. .do_ 

1,000 

1,200 

.. .do_ 

800 

960 

. do_ 



.. do_ 

2,400 

2,8S0 

.. .do_ 

19,150 

22,980 

.. .do_ 

35,800 

42,960 

.. .do_ 

34,200 

41,040 

... do_ 

19,240 

23,088 

.. .do_ 

2,560 

3,072 

.. .do_ 

100 

120 


Total 
quantity 
now on 
board 
supply 
ships 
Celtic 
and 
Culgoa 
together. 

Stock 
now on 
board 
supply 
ships 
exceeds 
estimated 
needs. 

880 
39,000 
1,431 
4,350 
570,800 
725 
710 

880 
37,474 
750 
3.750 
326,350 
725 


21,820 
39,800 
192 
10,710 
24,275 
605 
43,107 
3,674 
2,950 
1,700 
1,600 
800 

17,212 

35,000 

192 

20,675 

39,507 
1,247 
2,470 
1,700 
1,600 
SOO 







467,240 











18,350 

11,695 

14,390 


89,205 
18,200 
114,441 



21,806 









94,680 

3,024 
75,456 
2,328 
9,600 

88.0S0 

62,976 
1,300 
5,160 

28,300 
1,944 

27,340 

1,944 

9,700 
35,625 
85,212 



44,172 

7,248 

2.016 



Esti¬ 
mated 
needs 
exceed 
stock 
now on 
board 
supply 
ships. 


250 

1,200 


18,498 
5,715 


3,000 

3,600 

240 

6,000 

33,939 
2,880 
1,800 
300 
8,400 
2,880 


27,458 
120 

52,238 
27,280 


5,160 

600 

600 

600 

960 


936 


1,200 


2,880 
13,280 
6,335 


1,056 

120 











































































































































84 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


7 


Item. 


Pickles (pay department) 

Sauerkraut. 

Beans, lima, canned. 

Beans, stringed, canned.. 

Corn, canned. 

Peas, canned. 

Tomatoes. 

Beans: 

Lima, dried. 

White, dried. 

Peas, split. 

Beets, fresh. 

Cabbage... 

Carrots. 

Celery. 

Corn on cob. 

Cucumbers. 

Kale. 

Lettuce. 

Onions. 

Potatoes. 

Spinach. 

Tomatoes. 

Baking powder. 

Butter. 

Catsup. 

Cheese. 

Extract, flavoring. 

Hops. 

Lard. 

Macaroni. 

Mustard. 

Pepper. 

Salt. 

Spices. 

Sugar. 

Sirup. 

Vinegar. 


Total 
quanti¬ 
ties esti¬ 
mated 


by 15 
battle 
ships 
to be 
needed 
(in addi¬ 
tion to 
what is 
now on 
board) 
to last 
through 
Sept. 30, 


Estimated 
quantities 
needed 
with 20 
per cent 
added 
for errors, 
armored 
cruisers, 
auxiliaries, 
Missouri, 
and 

surveys. 


Total 
quantity 
now on 
board 
supply 
ships 
Celtic 
and 
Culgoa 
together. 


1909. 


pounds.. 

1,718 


4,000 


2,400 

.. .do_ 

500 

.. .do_ 

- 4,000 


4,100 


13,300 


2,062 
4,800 
3,000 
600 
4,800 
4,920 
15,960 


969 
6,463 
1,753 
1,710 
26,690 
12,088 
29,899 


Stock 
now on 
board 
supply 
ships 
exceeds 
estimated 
needs. 


Esti¬ 
mated 
needs 
exceed 
stocks 
now on 
board 
supply 
ships. 


1,093 


1,663 


1,247 


910 
21,890 
7,168 


13,969 


...do... 
...do... 
...do... 
...do... 
...do... 
...do... 
...do... 
...do... 
...do... 
...do... 
...do... 
...do... 
...do... 
...do... 
...do... 
...do... 
...do... 
.gallons, 
pounds, 
.gallons, 
pounds. 
...do... 
...do... 
...do... 
...do... 
...do... 
...do... 
...do... 
.gallons. 
.. .do... 


1,000 

5,100 


3,000 
8,600 
2,000 
600 
6,000 
500 
1,000 
1,500 
53,000 
919,000 
800 
2,700 
400 
28,736 
2,205 
5.120 


8,220 

1,500 


100 

5,400 


45,400 
625 
80 


1,200 
6,120 


3,600 
10,320 
2,400 
720 

7.200 
600 

1.200 

1,800 

63,600 
1,102,800 
960 
3,240 
480 
34,483 
2,640 
6,144 


9,864 

1,800 


120 

6,480 


54,480 
750 
96 


1,900 

1,888 


700 


396 


396 


40,300 

412,912 


750 270 

56,929 22,446 


5,149 


208 
470 
23,670 
10,000 
150 
399 
17,300 
150 
64,884 
155 


208 
470 
13,806 
8,200 
150 
279 

10,820 
150 
10,404 


80 


4,932 
3,600 
3,600 
10,320 
2,400 
720 

7.200 
600 

1.200 

1,800 

23,300 
689,888 
960 
3,240 


2,640 
995 


595 

16 


2. In the preliminary tabulation from which the foregoing totals were compiled, 
the figures for the Mississippi and Idaho were copied from the very complete report 
submitted from the Maine which has about, the same complement—the Mississippi 
report omitting any mention of estimated needs and the Idaho report being based 
upon the idea of leaving an “ample quantity” in the storeroom at the end of the 
period under consideration. The several vessels grouped in the “error-survey” 
column are so placed because the time of their arrival is not definitely known, whereas 
the source of their supply is different from that of the other ships and there is no way 
of telling at this time just what they will have on board when they join the fleet. 

3. It will be observed that, accepting the offered figures in their entirety, there 
are 44 items of which there is an apparent excess of supply over demand and 47 items 
on which an apparent deficiency is shown; but of these 47 deficient items 29 do not 
come within the category of “staple articles in general use” and are therefore prac¬ 
tically negligible in so far as the supply ship programme is concerned. Nonstaple 
items, of which there is an apparent deficiency, are as follows: Hominy, fresh apples, 
fresh bananas, fresh cranberries, fresh oranges, fresh beef hearts, fresh beef livers, 
fresh clams, fresh fish, hamburger steak, fresh oysters, compressed ham, compressed 
pigs’ feet, headcheese, shredded fish, sardines, corned fresh beef, smoked beef tongue, 
fresh milk, fresh beets, fresh cabbage, fresh carrots, fresh celery, corn on cob, fresh 
cucumbers, fresh kale, fresh lettuce, fresh spinach, fresh tomatoes. 
































































































0 

OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 85 


4. Thus the net apparent supply ship deficiency is narrowed down to the following 
18 items: 


Cornstarch. 250 

Fresh eggs.18,498 

Frozen beef. 33 939 

Frozen mutton. 211 806 

Frozen pork loins... 52 ’ 238 

Frozen pork sausage. 27, 280 

Chipped beef, tinned. ’936 

Bologna, smoked. 13,280 

Milk, evaporated. l’056 

Cucumbers, pay department. 1 , 093 

Lima beans, canned. 1 , 247 

Beans, white, dried. 4,932 

Onions, fresh. 23, 300 

Potatoes, fresh. 689, 888 

Catsup. 2 , 640 

Cheese. 995 

Sirup. 595 

Vinegar. 16 


5. Careful comparison of the various apparently deficient items with excess items 
within the same classes shows that: 

Against the apparent deficiency of 250 pounds of cornstarch (required by only 
3 ships) there is an excess of 725 pounds of barley, 17,212 pounds of oatmeal and rolled 
oats, 35,000 pounds of rice, and 192 pounds of tapioca, so that this item is not deemed 
essential. 

Against the deficiency of 33,939 pounds of fresh beef, 52,238 pounds of fresh pork 
loins, 27,280 pounds of pork sausage, and 27,458 pounds of mutton there is an excess 
of 21,806 pounds of veal; the apparent net deficiency of fresh meats being thereby 
reduced to 119,209 pounds. 

Against an apparent deficiency of 936 pounds of tinned chipped beef there is an 
excess of 88,080 pounds of tinned bacon, 62,976 pounds of tinned corned beef, 1,608 
pounds of ham, and 5,160 pounds of salmon (total, 157,824), producing a net excess 
of 156,888 pounds of preserved meats. 

Against an apparent deficiency of 1,056 pounds of evaporated milk (asked for by 
only 4 ships) there is an excess of 7,240 pounds of condensed milk, making a net 
excess of 6,192 pounds. 

Against an apparent deficiency of 1,093 of pay department cucumber pickles (asked 
for by only 2 ships) there is an excess of 1,663 pounds of sauerkraut, leaving a net 
excess of 570 pounds. 

Against an apparent deficiency of 1,247 pounds canned Lima beans (asked for by 
only 2 ships) there is an excess of 910 pounds of canned string beans, 21,890 pounds 
of canned corn, 7,168 pounds of canned peas, and 13,969 pounds of canned tomatoes 
(total, 43,937 pounds), giving a net excess of 42,690 pounds. 

Against the apparent deficiency of 4,932 pounds of dried white beans, is an excess 
of 700 pounds of dried Lima beans and 396 pounds of split peas (total, 1,096), reducing 
the net apparent deficiency to 3,836 pounds. 

Against the apparent deficiency of 2,640 gallons of catsup, the fact that 1 ship asks 
for 1,500 gallons, which is obviously intended for 150 gallons, reduces the actual 
deficiency to 1,290 gallons. 

Against the apparent deficiency of 16 gallons of vinegar is the fact that but 1 ship 
asks for 80 gallons, which is the exact quantity on board the Culgoa. 


/ 






















86 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


6 . In view of all the foregoing, it is respectfully recommended: 

(a) That the Bureau of Supplies and Accounts be made acquainted with the exact 
status of the fleet as regards provisions and be requested to provide the following 
articles, in quantities stated opposite the name of each, for delivery on board the 
supply ship Celtic at New York on or about August 25, 1909: 


Fresh eggs. 

Frozen beef. 

Frozen pork loins. 
Frozen mutton.... 
Frozen sausage.... 
Smoked bologna.. 
Dried white beans 

Onions. 

New potatoes. 

Catsup. 

Cheese. 

Sirup. 


.. dozen.. 

18, 500 

. .pounds.. 

25, 000 

_do_ 

50, 000 

_do_ 

20, 000 

_do_ 

25, 000 

_do- 

15, 000 

_do- 

4, 000 

_do_ 

25, 000 

_do_ 

500, 000 

. .gallons.. 

1,500 

. .pounds.. 

1,000 

. .gallons.. 

600 


( b) That the bureau be further requested to inform the commander in chief of its 
proposed action thereon at the very earliest possible date. 

(c) That, if the foregoing programme is adopted, a copy of this communication, 
together with a statement of intended action thereon, be furnished to each ship in the 
fleet as soon as practicable, with instructions to carefully note the several modifica¬ 
tions in total estimates submitted and be governed accordingly. 

Very respectfully, S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 

The Commander in Chief. 


77. As soon as the fleet fell in with the Culgoa, on arrival at 
Hampton Roads, the following circular letter was sent out: 

United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 
Fortress Monroe, Va., August 7, 1909. 

Sir: 1 . The following schedule for the issue of fresh meats, provisions, and potatoes 
is ordered. Fresh meats will be issued between the hours of 4 and 7 o’clock in the 
morning and 5 and 8 o’clock in the evening. The next issue will be made in about 
ten days: 


Ship. 

Saturday afternoon. 

Monday afternoon. 

Monday 

afternoon. 

Celtic. 

Culgoa. 

Celtic. 

Culgoa. 

Culgoa. 

Connecticut. 




Meats and potatoes.. 

Potatoes. 

Do. 

V ermont. 

Meats. 

Potatoes. 


Kansas. 


Meats and potatoes.. 



Louisiana. 




Meats and potatoes.. 

. .do 

Minnesota. 




New Hampshire. 




. ..do 

Mississippi.. 


Meats and potatoes.. 



Idaho, .t 7. 



Meats. 


Georgia. 


Meats and potatoes.. 



New Jersey. 

Meats. 

Potatoes. .*.. 



Nebraska/.. 



Meats. 


Rhode Island. 



...do.... 

Potatoes. 

Virginia. 

Meats. 

Potatoes. 



W isconsin. 


Meats and potatoes.. 



Ohio. 

Meats. 

Potatoes. .*.. 









Respectfully, 


The Commanding Officer. 


Seaton Sciiroeder, 

Rear Admiral, U. S. Navy, 
Commander in Chief United States Atlantic Fleet. 


































































OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 87 


78. With reference to the new stock of provisions to be obtained 
in accordance with my recommendation of August 6, it occurred to 
me that whenever a vessel’s estimates are corrected, or her requisi¬ 
tions altered in any way, that vessel has a right to expect timely 
notice thereof; as otherwise she has every reason to count on 
exactly what she asked for—no more and no less. So I got up a 
circular letter informing the fleet as to the exact action contemplated 
on the August 3 estimates. This plan, while not immediately 
favored, was finally adopted, as shown by the following memorandum 
and order: 

MEMORANDUM FOR THE CHIEF OF STAFF. 

Referring to the proposed mimeograph letter regarding issues of provisions to the 
fleet from now till the end of September (which you gave me back this forenoon), 
I have no desire to be the least insistent; but, before the idea is definitely discarded, 
I do want to be sure that I have made plain the occasion for my having suggested it. 

In a recent conversation with you and me, the commander in chief himself spoke 
of the advisability of fixing a limit to the quantity of provisions to be drawn by 
individual vessels, so that the issue as well as the supply might be effectually con¬ 
trolled from the flagship. In line therewith, my letter No. 985, of August 6, 1909 
(which, I understood, was approved by the commander in chief), contained the 
following recommendation: 

“That if the foregoing programme is adopted a copy of this communication, 
together with a statement of intended action thereon, be furnished to each ship in 
the fleet as soon as practicable with instructions to carefully note the several modifi¬ 
cations in total estimates submitted and be governed accordingly.” 

Now, the quantity of provisions on board (and being loaded on) the two supply 
ships does not, in several particulars, agree with the total of the estimates submitted 
August 3, 1909, the total quantities of several articles having been reduced. But, 
unless informed to the contrary, the ships (quite naturally) expect to be allowed 
to draw up to the full quantity of each article shown on their requisitions. Again, 
there has always been a tendency among ships to overdraw (I mean over their esti¬ 
mates and in excess of their just proportions) on certain choice articles; so much so, 
in fact, that an issue limit has had to be placed thereon, for practically every cargo 
received since leaving San Francisco, to prevent one ship from drawing another 
ship’s share and thus leaving the other to take what is left (of comparatively inferior 
articles). 

In the absence, therefore, of the proposed letter (or any specific instructions along 
the same general line) the individual ships will have no way of knowing that their 
estimates have been reduced or articles substituted, whereas the supply ships will 
have no guide as to what to issue and what not—the probable result being consider¬ 
able confusion, of which there is no outward sign now, but which may become some¬ 
what annoying (if not, indeed, embarrassing) before the end of September. 

The reason for the minimum-issue column (B)is that it is very important, now that 
there is a supposedly adequate supply at hand, to keep ships from underdrawing 
to such an extent as to leave clumsily large unused balances on the supply ships 
when the fleet disperses. 

S. McGowan, 

Pay Inspector , U. S. Navy , Fleet Paymaster. 

United States Atlantic Fleet, 

U. S. S. Connecticut {Flagship), Southern Drill Grounds, August 25, 1909. 

The original draft of letter has been reduced to less than half its length. 

S. McG. 


United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 
Southern Drill Grounds, August 30, 1909. 

Sir: Your attention is invited to the figures in the following itemized tabulation, 
showing in column A the total quantities of each article of provisions which each of 
the respective 15 battle ships named may draw from the supply ships Celtic and 
Culgoa during the fifty-eight-day period beginning August 4, 1909, and ending Sep- 



88 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET 


tember 30, 1909; also in column B, the minimum quantity of each article each cf 
the said battle ships will be required to draw during that period: 


Article. 

Connecticut. 

Vermont. 

Kansas. 

Louisiana. 

A. 

B. 

A. 

B. 

A. 

B. 

A. 

B. 

Coffee.pounds.. 

1,100 
220 

900 

180 

2,200 

1,800 

4,400 

22,000 

3,600 



Tea.do_ 



Cornmeal.do.... 

550 

27,550 

450 
22,500 




Flour, wheat.do_ 

11,000 

1,100 

9,000 

900 

22,000 

18,000 



Oats, rolled.do__ 



Rice.do_ 



2,200 

2,000 



Fruit butter, jam, etc.do_ 

150 
550 
1,100 
22,000 
1,300 
2,200 

8,800 

2,200 

7,700 

1,100 

150 
450 
900 
18,000 
1,100 
1,900 

7,200 

1,800 

6,300 

900 





Apricots, tinned.do_ 







Peaches, tinned.do_ 







Beef, fresh.do- 

Chicken .do_ 

38,500 
1,100 
3,400 

11,000 

3,850 

8,200 

1,650 

660 

2,200 

3,300 

6,600 

2,640 

31,500 

900 

2,000 

9,000 
3,150 
6,800 
1,350 
540 
1,800 
2, 700 
5,500 

2,200 

33,000 

27,000 

33,000 

27,000 

Mutton.do_ 



3,000 

13,500 
3,000 
4,400 
4,400 

2,500 

10,500 
2,400 
3,600 
3,600 

Pork: 

Loins.do_ 

Sausage.do— 

Veal.do_ 

Eggs, fresh.dozen.. 

Ham, tinned.pounds.. 

5,500 

3,300 

3,300 

1,100 

4,500 

2,700 

2,700 

900 

Bologna.do_ 

1,650 

1,350 



3,080 
2,400 

2,600 
2,200 

Frankfurters.do_ 

2,000 

1,100 

1,800 

900 

Ham, smoked.do_ 



Milk: 

Condensed.do_ 

550 
550 
1,600 
70,000 

450 
450 
1,300 
65,000 



Evaporated.do_ 





Onions, fresh.do_ 

Potatoes, fresh.do_ 

Beans, lima, tinned.do_ 

3,200 

82,000 

. 

2,800 

75,000 

2,200 
80,000 
400 
1,100 

1,100 
2,200 

1,800 

73,000 

400 

900 

900 

1,800 

2,700 
70,000 

2,300 
64,000 

Corn, tinned.do_ 







Peas, tinned.do_ 







Tomatoes, tinned.do_ 







Beans, pea.do_ 





1,100 

1,000 

Butter/fresh.do_ 

5,500 
500 
1,100 
1,000 
2,200 
6,600 

4,500 

500 

900 

900 

1,800 

5,400 

2,200 

100 

1,800 

100 



Cheese..do_ 





Lard.do_ 

1,100 

900 



Salt.do_ 

1,100 

1,200 

7,200 

155 

35 

900 

800 

6,000 

155 

35 



Sauerkraut.do_ 





Sugar.do_ 

2,200 

155 

1,800 

155 



Sirup.gallons.. 



Catsup.do_ 

100 

1,650 

100 

1,350 



Macaroni.pounds.. 












Article. 

Minnesota. 

New 

Hampshire. 

Mississippi. 

Idaho. 

A. 

B. 

A. 

B. 

A. 

B. 

A. 

B. 

Flour, wheat.pounds.. 



27,500 

550 

150 

1,100 

1,100 

1,100 

55,000 

22,500 
450 
150 
900 
900 
900 
45,000 

11,000 

9,000 

11,000 

9,000 

Oats/rolled.t..do_ 



Fruit butter, jam, etc.do_ 







Apricots, tinned.do_ 







Pears, tinned.do_ 







Peaches, tinned.do_ 







Beef, fresh.do_ 

Chicken.do_ 

27,500 

1.300 

2.300 

5,500 

3,000 

7,700 

22,500 

1,100 

1,700 

4,500 

2,600 

6,300 

19,800 
1,750 
1,980 

5,000 

1,650 

4,500 

3,600 

450 

1,650 

17,000 

1,400 

1,750 

4,000 

1,400 

3,500 

3,000 

350 

1,350 

19,800 
1,750 
1,980 

5,000 

1,650 

4,500 

3,600 

450 

1,650 

17,000 

1,400 

1,750 

4,000 

1,400 

3,500 

3,000 

350 

1,350 

Mutton.do_ 

Pork: 

Loins.do_ 

Sausage.do_ 

Veal.do_ 

Eggs, fresh.dozen.. 

1,650 

22,000 

4,500 

6,600 

1,350 

18,000 
3,500 
5,400 

Bologna.pounds.. 

Frankfurters.do_ 

Ham, smoked.do_ 

1,300 
2,600 

1,100 

2,400 

1,650 
1,800 
4,400 
1,100 
3,800 
70,000 
900 
1,650 
4,400 
8,200 
1,500 

1,350 
1,600 
3,600 
900 
3,200 
63,000 
900 
1,350 
3,600 
7,000 
1,500 

Milk, condensed.do_ 







Onions, fresh.do_ 

Potatoes, fresh.do_ 

Beans, lima, tinned.do_ 

7,700 

76,000 

6,300 
58,000 

3,300 
38,000 

2,700 
32,000 

3,300 
36,000 

2,700 
32,000 

Corn, tinned.do_ 







Tomatoes, tinned.do_ 







Butter, fresh.do_ 

1,100 

900 





Cheese.do_ 

450 

1,200 

1,300 

20 

350 

1,000 

1,100 

20 

450 

1,200 

1,300 

20 

350 

1,000 

1,100 

20 

Sauerkraut.do_ 



Sugar.do_ 





Catsup.gallons.. 



iso 

isn 




1 





































































































































































































OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET 


89 


Article. 

Georgia. 

New Jersey. 

Nebraska. 

Rhode Island. 

A. 

B. 

A. 

B. 

A. 

B. 

A. 

B. 

Coffee. 


1,100 

900 

1,100 

900 

1,100 

900 



Tea. 






220 

180 



Flour, wheat. 


27,500 

22,500 

25,000 

20,000 

27,500 

22,500 



Oats, rolled. 

.do_ 



600 

500 



Fruit butter, jam, etc.. 

.do_ 

150 

150 







Apricots, tinned. 

.do_ 



1,100 

900 





Pears, tinned. 

.do_ 



1,100 

900 





Peaches, tinned. 

.do_ 



1,100 

900 





Beef, fresh. 

.do_ 

38,500 

31,500 

33,000 

27,000 

26,400 

21,600 

33,000 

27,000 

Chicken.. 

.do_ 

3,300 

2,700 

1.100 

900 





Mutton. 


3,300 

2,700 

2,850 

2,150 

2,200 

1,800 

2,850 

2,150 

Pork: 










Loins. 

.do_ 

8,800 

7,200 

7,000 

6,000 

3,300 

2,700 

11,000 

9,000 

Sausage. 

.do_ 

2,400 

2,000 

4,000 

3,500 

2,200 

1,800 

4,000 

3,500 

Veal. 

.do_ 

3,850 

3,150 

5,500 

4,500 

3,300 

2,700 

11,000 

9,000 

Eggs, fresh. 

.dozen.. 

1,000 

800 

1,650 

1,350 

1,300 

1,100 

1,300 

1,100 

Bacon. 

_pounds.. 

3,850 

3,150 



2 200 

1,800 



Beef: 







Chipped. 

.do_ 

500 

500 







Corned. 

.do_ 

6,600 

5,400 

2,640 

2,160 

2,200 

1,800 



Salmon. 


1,650 

1,350 


1 100 

900 



Bologna. 

.do_ 

2,750 

2,350 

1,540 

1,360 

1,100 

900 

2,200 

1,800 

Frankfurters. 

.do_ 

3,000 

2,700 

2,600 

2,400 

1,000 

900 

3,500 

3,200 

Ham, smoked. 

.do_ 

8,800 

7,200 

3,300 

2,700 

2,200 

1,800 

4,400 

3,600 

Milk, condensed. 

.do_ 

3,850 

3,150 



3,300 

2,700 



Onions, fresh. 

.do_ 

3,300 

2,700 

3,800 

3,200 

3^ 300 

2,700 

5,500 

4,500 

Potatoes, fresh. 

.do_ 

45,000 

38,000 

42,000 

36,000 

40,000 

36,000 

60,000 

35,000 

Corn, tinned. 

.do_ 



1,650 

1,350 





Peas, tinned. 

.do_ 



1,650 

1,350 





Tomatoes, tinned. 

.do_ 



6^ 000 

5,000 



1 100 

900 

Beans, pea. 

.do_ 

60 

60 

230 

230 

1,400 

1,400 

’300 

300 

Baking powder. 

.do_ 







400 

400 

Butter, fresh. 

.do_ 

2,800 

2,300 

850 

700 

3,500 

2,200 



Cheese. 

.do_ 

800 

800 

720 

720 



Lard. 

.do_ 

1,650 

1,350 

1,100 

900 





Pickles. 

.do_ 




350 

350 



Salt. 

.do_ 

2,200 

1,800 







Sugar. 

.do_ 

11,000 

9,000 

. 


5,500 

4,500 



Vinegar. 

.gallons.. 



80 

80 

Catsup. 

.. .do_ 

150 

150 

200 

200 






Article. 

Virginia. 

Wisconsin. 

Ohio. 

A. 

B. 

A. 

B. 

A. 

B. 

Flour. 

_pounds.. 





44,000 

36,000 

Cornstarch.. 

.do_ 





450 

350 

Oats, rolled. 

.do.... 





880 

720 

Apples, dried. 

.do_ 





440 

360 

Fruit butter, jam, etc. 

.do_ 





150 

150 

Apricots, tinned. 

.do_ 





550 

450 

Beef, fresh. 

.do_ 

28, 600 

23,400 

33,000 

27,000 

26,400 

21,600 

Chicken. 

.do_ 

33,000 

3,760 

3,300 

2,700 



Mutton 

.do_ 

2,600 

2,600 




Pork: 






Loins. 

.do_ 

2,200 

1,800 

4,500 

3,600 

3,300 

2,700 

Sausage. 

.do_ 

1,800 

1,500 

2,300 

1,800 

2,600 

2,200 

Veal. 

.do_ 

4,500 

3,600 

3,850 

3,150 

3,850 

3,150 

Eggs, fresh. 

.dozen.. 

1,100 

900 

2,640 

2,200 

2,200 

1,800 

Beef chipped 

_pounds.. 





500 

500 

Salmon 

....do_ 





1,320 

1,080 

Pork, salt, 

.do_ 





900 

800 

Rolopna, . 

.do_ 



1,100 

900 

900 

700 

Frankfurters. 

.do_ 

500 

500 

1,600 

1,400 

1,400 

1,200 

TTam smoked 

.do_ 





2,400 

2,000 

Milk: 






Condensed 

.do_ 

4,400 

3,600 



2,400 

1,000 

F! va.nora.ted 

.do_ 




1,200 

1,000 

Onions, fresh. 

.do_ 

6,200 

5,500 

3,300 

2,700 

4,200 

3,800 

Potatoes, fresh. 

.do_ 

50,000 

45,000 

40,000 

36,000 

60,000 

54,000 

'Rpand Qtrimrprl firm pd 

do.... 





600 

500 

ti nnpH 

. .do_ 





1,760 

1,340 

Tnmat.npc; t.irmpd 

..do.... 





880 

700 

Rpnn<2 npa 

.do_ 





900 

900 

'Rnt.t.pr frp«sb 

.do_ 

1,100 

900 



4,000 

3,200 

r!hpp<5p 

.do_ 





300 

300 

Lard 

.do_ 





1,600 

1,300 


_do_ 





100 

100 

ftnerar 

.do_ 





3,900 

3,200 


gallons.. 





150 

150 





































































































































































































90 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


2. It is to be borne in mind that all issues from supply ships since August 3, 1909, 
are to be counted against the maximum quantities enumerated in column A; 
that is to say, this distribution order covers all issues since August 3, 1909, as well 
as issues to be hereafter made. 

Respectfully, 

Seaton Schroeder, 
Rear-Admiral , U. S. Navy, 
Commander in Chief, United Stales Atlantic Fleet. 

The Commanding Officer. 

79. As the foregoing circular letter had to be reduced to its present 
shape, I sent the following additional memorandum for the informa¬ 
tion of the commander in chief. 

MEMORANDUM RE PROVISIONS. 

Column C below shows the aggregate total quantity of each article of provisions 
available for issue by the Celtic and Culgoa, together between August 4 and September 
30, 1909. 

Column D shows the total maximum quantities which the 15 battle ships tabulated 
in the commander in chief’s letter No. 9646 of August 30, 1909, will be allowed to 
draw during the period named (the total of columns A in the commander in chiefs 
letter). 

Column E shows the net minimum balance of each article left to cover all other 
issues and errors and surveys if all the 15 battle ships draw all they are allowed. 


Article. 


Cocoa. 

Coffee. 

Tea. 

Com meal. 

Flour, wheat. 

Barley. 

Cornstarch. 

Oatmeal. 

Rice. 

Tapioca. 

Apples, dried. 

Peaches, dried. 

Prunes. 

Raisins. 

Fruit butter, jams, etc 

Apricots. 

Pears, tinned.. 

Peaches, tinned. 

Beef, fresh. 

Chicken. 

Mutton. 

Pork: 

Loins. 

Sausage. 

Veal. 

Eggs, fresh. 

Bacon. 

Beef: 

Chipped. 

Corned. 

Ham, tinned. 

Salmon.. 

Pork, salt. 

Codfish, salt. 

Bologna. 

Frankfurters. 

Ham, smoked. 

Milk: 

Condensed. 

Evaporated. 

Onions, fresh. 

Potatoes, fresh. 

Beans: 

Lima, tinned. 

String, tinned. 

Corn, tinned. 

Peas, tinned. 

Tomatoes, tinned. 

Beans: 

Lima, dried. 

Pea. 



C. 

D. 

E. 

.pounds.. 

880 


880 


39,000 

11,000 

28,000 


1,431 

440 

991 


4,350 

550 

3.800 


570,800 

234,000 

336,000 


725 

725 


710 

450 

260 


21,820 
39,800 

3,130 

18,690 


2,200 

37,600 


192 

192 


2,950 

440 

2,510 


1,700 

1,600 


1,700 

1,600 




800 


800 


605 

600 

5 


24,275 

3,300 

20,975 


3,674 

2,200 

1,474 


43,107 

3,300 

39,807 


482,240 

467, 500 

14,740 


18,350 

18,200 

150 


31,693 

30,310 

1,383 


139,205 

116,400 

22,805 


43,200 

42,450 

750 


114,441 

82,750 

31,691 


29,210 

26,640 

2,570 

pounds.. 

94,680 

6,050 

88,630 


3,024 

1,000 

2,024 


75,456 

11,440 

64,016 


2,328 

660 

1,668 


9,600 

4,070 

5.530 


28,300 

900 

27,400 


1,944 


1,944 


24^ 700 

20,370 

4,330 


36,625 

29,000 

7,625 


85,212 

33,200 

52,012 


30,336 

18,240 

12,096 


2,016 

1,750 

266 


65,300 

57,400 

7,900 


912,912 

861,000 

51,912 


1,753 

1,710 

1,300 

453 


600 

1,110 


26, 690 

4,400 

22,290 


12.088 

4,510 

7,578 


29,899 

14,580 

15,319 


1,900 


1.900 

1,198 


5,188 

3,990 





































































OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


91 


Article. 

C. 

D. 

E. 

Baking powder.pounds.. 

Butter, fresh. rin 

Cheese. r]n 

Extracts. dn 

750 
56,929 
6,149 
208 
23,670 
150 
399 
969 
17,300 
6,463 
64,884 
755 
80 
1,500 
10,000 

400 

29,250 

4,820 

350 
27,679 
1,329 
208 
17,120 
150 
299 
619 
12,900 
663 
25,884 
445 

Mustard. rlr> 

6,550 

Pepper. do 

Pickles. .do"" 

Salt. . do‘“' 

Sauerkraut. do 

Vinegar. do 

1,100 

350 

4,400 

5,800 

39,000 

310 

80 

825 

3,300 

Catsup. d<~> 

Macaroni.pounds.. 

675 
6,700 


/ S. McGowan, 

Pay Inspector , TJ. S. Navy , Fleet Paymaster. 

United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 

Southern Drill Grounds , September 1 , 1909. 

80. In order to have this and further information in the best pos¬ 
sible shape for use as a “working sheet” in case of need, I elaborated 
the two foregoing tables into the following memorandum: 

Column C shows the aggregate total quantity of each article of provisions available 
for issue by the Celtic and Culgoa, together between August 4 and September 30, 1909. 

Column D shows the total maximum quantities which the 15 battle ships tabulated 
in the commander in chief’s letter No. 9646, of August 30,1909, will be allowed to draw 
during the period named (the total of column A in the commander in chief’s letter). 

Column E shows the net minimum balance of each article left to cover all other issues 
and errors and surveys if all the 15 battle ships draw all they are allowed. 

Column F shows the total minimum quantities which the 15 battle ships will be re¬ 
quired to draw during the period named (the total of column B in the commander in 
chief’s letter). 

Column G shows the net maximum balance of each article which may be left for all 
other issues and errors and surveys if all the battle ships should draw only the minimum 
quantities which they will be required to draw. 


Article. 

C. 

D. 

E. 

Cocoa. 

.pounds.. 

880 


8S0 

Coffee. 

.do_ 

39,000 

11,000 

28,000 

Tea. 

.do_ 

1,431 

440 

991 

Cornmeal. 

.do_ 

4,350 

550 

3,800 

Flour, wheat. 

.do_ 

570,800 

234,000 

336,800 

Darley . 

.do_ 

725 


725 

Cornstarch. 

.do_ 

710 

450 

260 

Oatmeal. 

.do_ 

21,820 

3,130 

18,690 

Rice. 

.do_ 

39,800 

2,200 

37,600 

Tapioca. 

.do_ 

192 


192 

Apples, dried. 

.do_ 

2,950 

440 

2,510 

Peanhes. dried. 

.do_ 

1,700 


1,700 

Pmnps . 

.do_ 

1,600 


1,600 

U.a.isins. 

.do_ 

'800 


800 

Fruit butter, jams, etc. 

.do_ 

605 

600 

5 

Apricots, tinned. 

.do_ 

24,275 

3,300 

20,975 

Pears, tinned. 

.do_ 

3,674 

2,200 

1,474 

Peaches, tinned. 

.do_ 

43,107 

3,300 

39,807 

Beef, fresh. 

.do_ 

482,240 

467,500 

14,740 

Chicken. 

.do_ 

18,350 

18,200 

150 

Mutton. 

.do_ 

31,693 

30,310 

1,383 

Pork: 





Loins.... 

.do_ 

139,205 

116,400 

22, S05 

Sausage.. 

.do_ 

43,200 

42,450 

750 

Veal.“. 

.do_ 

114,441 

82,750 

31,691 

Eggs, fresh. 

.dozen.. 

29,210 

26,640 

2,570 

Bacon. 

.pounds.. 

94,680 

6,050 

88,630 

Beef: 





Chipped. 

.do_ 

3,024 

1,000 

2,024 

Corned. 

.do_ 

75,456 

11,440 

64,016 

Ham, tinned. 

.do_ 

2,328 

660 

1,668 

Salmon. 

.do_ 

9,600 

4,070 

5,530 

Pork, salt. 

.do_ 

28,300 

900 

27,400 


F. 


9,000 

360 

450 

191,000 


350 

2,570 

2,000 


360 


600 
2,700 
1,800 
2,700 
384,100 
14,900 
24,550 


94,700 
35,250 
67,350 
22,000 
4,950 


1,000 

9,360 

540 

3,330 

800 


G. 


880 
30,000 
1,071 
3,900 
379,800 
725 
360 
19,250 
37, 800 
192 
2,590 
1,700 
1,600 
800 
5 

21,575 

1,874 

21,575 

98,140 

3.450 

7,143 

44,505 
7,950 
47,091 
7,210 
89,730 


2,024 
66,096 
1,788 
6,270 
27,500 































































































92 


OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


Article. 


Codfish, salt.pounds.. 

Bologna.do... 

Frankfurters.do... 

IIam, smoked.do... 

Milk: 

Condensed. do... 

Evaporated.do... 

Onions, fresh.do... 

Potatoes, fresh.do... 

Beans: 

Lima, tinned.do... 

String, tinned.do... 

Corn, tinned.do... 

Peas, tinned.do... 

Tomatoes, tinned..do... 

Beans: 

Lima, dried.do... 

Peas.do... 

Baking powder..do... 

Butter, fresh.do... 

Cheese. do... 

Extracts.do... 

Lard..do... 

Mustard.do... 

Pepper.do... 

Pickles.do... 

Salt. do... 

Sauerkraut.do... 

Sugar.do... 

Sirup. gallons. 

Vinegar.do... 

Catsup.do... 

Macaroni...;.pounds. 


c. 

D. 

E. 

F. 

G. 

1,944 


1,944 


1,944 

24' 700 

20,370 

4,330 

16,910 

7,790 

36,625 

29,000 

7,625 

25,700 

10,925 

85,212 

33,200 

52,012 

27,200 

58,012 

30,336 

18,240 

12,096 

14,000 

16,336 

2,016 

1,750 

266 

1.450 

566 

65,300 

57,400 

7,900 

48,200 

17,100 

870,892 

861,000 

9,892 

754,000 

116,892 

1,753 

1,300 

453 

1,300 

453 

1,710 

600 

1,110 

500 

1,210 

26,690 

4,400 

22,290 

3,600 

23,090 

12,088 

4,510 

7,578 

3,590 

8,498 

29,899 

14,580 

15,319 

12,000 

17,899 

1,900 


1,900 


1,900 

5,18S 

3,990 

L198 

3,890 

1 ,298 

750 

400 

350 

400 

350 

56,929 

29,250 

27,679 

24,100 

32,829 

6,149 

4,820 

1,329 

4,620 

1,529 

208 


208 


208 

23,670 

6,550 

17,120 

5,350 

21,320 

150 


150 


150 

399 

100 

299 

100 

299 

969 

350 

619 

350 

619 

17,300 

4,400 

12,900 

3,600 

13,700 

6,463 

5,800 

663 

4,600 

1,863 

64,884 

39,000 

25,784 

32,100 

32,784 

755 

310 

445 

310 

445 

80 

SO 


80 


1,500 

825 

675 

825 

675 

10,000 

3,300 

6,700 

2,700 

7,300 


81. For the reason stated therein, the following memorandum was 
prepared by me; and the attached order was promulgated in line 
therewith: 

MEMORANDUM FOR THE CHIEF OF STAFF. 

In order to anticipate and be prepared to expedite reply to the usual inquiry on the 
subject from the Bureau of Supplies and Accounts—and particularly for the purpose 
of getting the information here on the flagship with reference to the exact quantities 
of provisions consumed during the period of summer maneuvers—it is suggested that 
the following circular letter be sent out now: 

“Sir: Forward to the commander in chief as soon as practicable after September 30, 
1909, a statement showing the total quantity of each article of provisions consumed 
(that is, issued and sold) on board the vessel under your command during the period 
beginning July 1 , 1909, and ending September 30, 1909; also the average number of 
officers, of crew and of marines on board during said period. 

“2. The enumeration of items will follow the sequence shown on Fleet Form No. 6. ” 

S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 

United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 

Southern Drill Grounds, September 10, 1909. 


United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 
Southern Drill Grounds, September 10, 1909. 

Sir: Forward to the commander in chief as soon as practicable after September 30 
1909, a statement showing the total quantity of each article of provisions consumed 
(that is, issued and sold) on board the vessel under your command during the period 
beginning July 1 , 1909, and ending September 30, 1909; also the average number of 
officers, of crew, and of marines on board during said period. 

2. The enumeration of items will follow the sequence shown on Fleet Form No. 6. 

By direction of the commander in chief. 

A. W. Grant, 

Commander , XJ. S. Navy, Chief of Staff. 

The Commanding Officer. 




























































OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


93 


82. As the vessels of the fleet were scheduled to disperse to their 
several home yards immediately after the Hudson-Fulton celebra¬ 
tion, I suggested that, before leaving Hampton Roads for New York, 
about September 20, the entire cargoes of the Culgoa and Celtic be 
distributed as far as possible. A general signal accordingly was sent 
to the fleet, and on September 11 all the vessels made requisitions on 
the flag office for fresh provisions, and the stock on hand (on the two 
supply ships) was allotted—separate letters being sent to each vessel, 
of which the following are specimens: 

United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 
Fortress Monroe , Va., September 12, 1909. 

Sir: The requisition dated September 11, 1909, from the vessel under your com¬ 
mand is approved—the various articles to be obtained as follows: 



From 

Culgoa. 

From 

Celtic. 

Apricots. 


1,000 


Beans. 


220 

Coffee. 


500 

1,500 

12,500 

600 

1,215 

Corn, tinned. 



Flour. 



Lard. 



Tomatoes. 



Beef, fresh. 


9,000 

1,000 

1,500 

500 

Mutton. 



Pork. 

Loins. 



Sausage. 



Veal. 


1,500 

1,200 

Beef, corned. 



Bologna. 


400 

Frankfurters. 


800 

Eggs, fresh. 


690 

12.000 

1,000 

Potatoes. 

. pounds 


Onions.___ 

rlo 





By direction of the commander in chief. 

A. W. Grant, 

Commander, U. S. Navy, Chief of Staff. 

The Commanding Officer, 

TJ. S. S. New Jersey. 


United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 
Fortress Monroe, Va., September 13, 1909. 

Sir: The requisition dated September 11, 1909, from the vessel under your com¬ 
mand is approved—the various articles to be obtained as follows: 



From 

Culgoa. 

From 

Celtic. 

On 

local 

contract. 

F.ees, fresh . . .. . 

.dozen.. 


1,800 

12,500 


Beef, fresh. 

.pounds.. 



Chickens. . 

.h .do_ 


1,000 

Mutton. 

.do_ 


2,100 

6,200 

1,300 

Pork: 

Loms. 

.do_ 



Sansaae. . . 

.do_ 



Veal . 

.do_ 

4,100 



Bnln<ma. ... . 

.do_ 


1,500 

1,200 


Frankfurters . 

.do_ 



Sanprkrnnt . 

.do_ 


900 

Onions . ... 

.do_ 


1,000 


PnfatopQ _ 

..do_ 


15,000 






By direction of the commander in chief. 

A. W. Grant, 

Commander, U. S. Navy, Chief of Staff. 

The Commanding Officer, 

U. S. S. Louisiana. 



























































































94 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


83. As nearly always occurred, however, with such an extensive 
programme and so many people to participate in its complete execu¬ 
tion, considerable perishable meats and vegetables were reported as 
still on board the supply ships when we arrived in the North River. 
The following recommendation was therefore made and the neces¬ 
sary orders promulgated: 

MEMORANDUM FOR THE CHIEF OF STAFF. 

The latest cargo reports show that there are now on board the two supply ships 133,437 
pounds of perishable meats and 49,498 pounds of fresh vegetables as follows: 

Pounds. 


Culgoa, frozen veal. 25, 323 

Celtic: 

Frozen beef. 74,184 

Frozen mutton. 6, 776 

Frozen pork loins. 16,104 

Frozen pork sausage. 1,950 

Bologna sausage. 6, 425 

Frankfurter sausage. 2, 675 

Fresh onions. 2, 280 

Fresh potatoes. 47, 218 


In addition to the fact that several of the ships will need fresh provisions within a 
very few days there is the further fact that 133,437 pounds is entirely too much fresh 
meat to leave on the supply ships, because it would take the vessels that go to the 
New York yard a long time to use it up, especially when daily deliveries of other kinds 
of meats than those in stock are so easily procurable. The 49,498 pounds of fresh 
vegetables are liable to be a total loss if left for long where they are. 

In view of the foregoing it is urgently, recommended that the following circular 
letter be sent out now to each battle ship, armored cruiser (and supply ship as well 
as to division commanders): 

“1. During the forenoon of Monday, September 27, 1909, the U. S. S. Celtic will 
anchor for a few minutes opposite your division. 

“2. She will have on board the following perishable provisions, of which the vessel 
under your command will promptly draw one-nineteenth of the total quantity of each 
article named: 

Pounds. 


Frozen beef. 74,184 

Frozen mutton. 6, 776 

Frozen pork loins. 16,104 

Frozen veal. 25, 323 

Frozen pork sausage. 1, 950 

Bologna sausage. 6,425 

Frankfurter sausage. 2, 675 

Onions. 2,280 

Potatoes. 47, 218 


“3. You will cause the necessary arrangements to be made to avoid the possibility 
of detaining the supply ship, as it will be necessary for her to visit in turn each battle¬ 
ship division and the armored-cruiser division during the same forenoon.” 

It is also suggested that, in any event, the following signal be sent now to the 
Culgoa: “Transfer fresh veal to Celtic immediately.” 

S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 

United States Atlantic Fleet, 

U. S. S. Connecticut ( Flagship ), North River, New York, September 24, 1909. 


United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 

North River , New York, September 24, 1909. 

Sir: You will transfer immediately to the U. S. S. Celtic all fresh veal on board the 
ship under your command. 

By direction of the commander in chief. 


The Commanding Officer, 

U. S. S. Culgoa. 


A. W. Grant, 

Commander, U. S. Navy, Chief of Staff. 





















OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 95 

United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 

North River, New York, September 24, 1909. 

Sir: During the forenoon of Monday, September 27, 1909, the U. S. S. Celtic will 
anchor for a few minutes opposite your division. 

2. She will have on board the following perishable provisions, of which the vessel 
under your command will promptly draw one-nineteenth of the total quantity of 
each article named: 

Pounds. 


Frozen beef. 74 } 184 

Frozen mutton. 6,776 

Frozen pork loins. 16, 104 

Frozen veal. 25’323 

Frozen pork sausage. 1, 950 

Bologna sausage. 6,425 

Frankfurter sausage. 2, 675 

Onions. 2, 280 

Potatoes. 47, 218 


3. You will cause the necessary arrangements to be made to avoid the possibility of 
detaining the supply ship, as it will be necessary for her to visit in turn each battle¬ 
ship division and the armored-cruiser division during the same forenoon. 

By direction of the commander in chief. 

A. W. Grant, 

Commander , U. S. Navy, Chief of Sta ff. 

The Commanding Officer. 

84. After taking on the Outgoes perishable provisions, the Celtic 
proceeded from her anchorage at Tompkins ville to where the fleet 
was anchored up the North River, and 19 vessels were supplied 
within four hours—the above-outlined programme being carried out 
with promptness and complete success. 

85. The very large number of accumulated ships’ bills of fare 
delivered me when I reported suggested to me the plan of turning 
these to some account—particularly in view of the fact that I had 
long entertained an idea of some time and in some way standardizing 
the fleet dietary as far as practicable. Hence the following memoran¬ 
dum was sent around the fleet: 

MEMORANDUM FOR ASST. PAYMASTER F. E. M’MILLEN, U. S. NAVY, COMMISSARY 

OFFICER U. S. S. CONNECTICUT. 

Inasmuch as copies of all bills of fare in the fleet come to the flagship, whereas no 
two ships (as far as I know) exchange bills of fare, it has occurred to me that it would 
be of decided interest (and probably some practical service) if every commissary 
officer in the fleet could know exactly how every general mess other than his own is 
being subsisted, particularly as the market conditions and sources of supply are, of 
course, identical. 

I am therefore sending you herewith all the bills of fare that have reached me in 
this port (mostly for the last week of July and the first week of August) with the 
request that, after you have looked them over, you forward them with this memo¬ 
randum to the commissary officer next senior to you, the process to continue until the 
bills of fare have been seen in turn by all the commissary officers in the fleet, the 
senior (and last) of whom is requested to return them to me. 

In order that I may know they keep going, I shall be obliged if you will let me 
know (by memorandum or signal) when and to whom you pass them on, and the 
same request applies to each officer receiving them. Kindly pass them on within 
twenty-four hours after receipt by you. 

S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 

U. S. S. Connecticut (Flagship), 

Auckland, New Zealand, August 12, 1908. 

86. I believe that more or less good was accomplished by this plan 
because it enabled every commissary officer in the fleet to take advan¬ 
tage of at least the paper programme of every other commissary 











96 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 

% 


department and because it would naturally be supposed to spur on 
those who might take less care if they did not know their bills of fare 
were to be viseed throughout the fleet. A great deal of difficulty 
was experienced, however, in keeping these memoranda moving. 
I sent out eight of them in all, and I am afraid they were really not 
taken any too seriously as a rule, for the reason that the very idea 
of systematizing conveyed thereby was repugnant to the deep- 
seated prejudice which is founded on the traditional idea of “ ships’ 
rights.” 

87. As to this, there is, of course, much to be said on both sides; 
and I fully realize that any system of standardization must of neces¬ 
sity curtail individual effort to a certain extent and in just that 
measure prove a detriment on board certain ships. I am perfectly 
sure, however, that in the large majority of cases a reasonable 
amount of standardization up is needed; and consequently it would, 
on the whole, be a distinct improvement if a strictly uniform bill of 
fare (anyhow in the staple articles of food) could be prescribed in 
advance and enforced throughout the fleet; this in addition to the 
manifest military advantage of securing the maximum of centraliza¬ 
tion in this as in all other important features of administration afloat. 

88. The money situation when I joined the Atlantic Fleet on the 
15th of June, 1908, is shown by the following circular letter: 


U. S. S. Connecticut (Flagship), 

San Francisco, Cal., June 12, 1908. 


Sir: The following letter, received from the Navy Department, is published for the 
information of all pay officers: 

“Navy Department, 

“Bureau of Supplies and Accounts, 

“ Washington, D. C ., June 6, 1908. 

“Sir: It is requested that directions be given to the fleet, paymaster and to the 
paymasters of the several vessels of the United States Atlantic Fleet to deposit on or 
before June 15, 1908, to the credit of the United States, all cash on hand not required 
for disbursement during the balance of June and during the month of July to date of 
departure from Honolulu. 

“2. It is also requested that direction be given to those officers to deposit all funds 
now to their credits in the subtreasury at San Francisco and which may not be needed 
after the departure of the fleet to enable officers and men to make remittances. 

“3. Such officers as have, in their opinion, an insufficient balance to their credit 
for the purpose named in the preceding paragraph, should obtain the same by requi¬ 
sition on the fleet paymaster, all fleet funds to that officer’s credit in the subtreasury, 
San Francisco, being deposited as indicated. Immediately on making these deposits 
the bureau should be promptly informed. 

“4. All pay officers needing additional sums for deposits in the sub treasury, New 
York, should submit requisitions for the same. 

“5. It is likely that United States money can be obtained at par in limited amounts 
in Honolulu in case it should be necessary to draw upon the Secretary of the Navy. 
At Manila such funds as are required for the fleet should be secured by requisition 
made by the fleet paymaster upon the United States Navy pay office at that city; 
and before sailing from the Philippines the fleet paymaster and all paymasters of 
vessels should turn into the navy pay office their unexpended balances of Philippine 
funds or moneys on deposit to their credit in the Philippine treasury. 

“6. It is requested that when bills drawn on London are sold in foreign ports the 
bureau be informed by cable of the amount of such bill and its number. 

“Respectfully, 


“The Commander in Chief, 

“ United States Atlantic Fleet.” 


“E. B. Rogers, 

“ Pay master-General, U. S. Navy. 


By direction of the commander in chief. 


A. W. Grant, 

Commander, U. S. Navy, Chief of Staff. 


The Commanding Officer. 


OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 97 

89. Ill compliance therewith, American gold was carried out of 
San Francisco in sufficient amount to make all disbursements to and 
including Honolulu. I suggested, and the commander in chief 
issued, an order discontinuing all payments in American money after 
the fleet should arrive in the first British port, and calling for requi¬ 
sitions from all vessels for British gold needed on arrival at Auckland. 
A cablegram was sent to the consul-general at Sydney, New South 
Wales, Australia, requesting that arrangements be made for obtain¬ 
ing funds upon arrival. The reply came immediately that the 
consul-general had arranged with the Auckland branch of the Bank 
of New South Wales to supply whatever funds we should need at par. 
In accordance therewith, I negotiated a bill of exchange on London 
for £80,000 sterling. In order to expedite the distribution of this 
money and at the same time to avoid the unnecessary risk of its 
double transportation in steam launches, I had all of the pay officers 
to meet me at the Bank of New South Wales, where the amounts of 
the several requisitions were delivered direct by the bank to the pay 
officers, I simply superintending the transaction and securing the 
necessary receipts for the money thus transferred before leaving the 
bank. This occurred immediately upon the fleet’s arrival at Auck¬ 
land; and I think it worthy of mention that the total elapsed time 
between our arrival at the bank and the completion of the entire 
transaction was twenty minutes. As cash disbursements were very 
heavy in New Zealand and Australia, it became necessary to nego¬ 
tiate at Sydney a second bill of exchange on the same terms in the 
sum of £70,000 sterling. The method of procedure inaugurated at 
Auckland was followed here with equal success. 

90. Before the fleet sailed from Melbourne, the Bank of New South 
Wales requested me to take from them a miscellaneous lot of Ameri¬ 
can money which had been received by their several branches in 
exchange for British gold. With the approval of the commander in 
chief, I consented to do so provided they would send the American 
mone}^ on board the flagship. The following memorandum is the 
record of this transaction, which was consummated in the presence 
of the officer of the deck and duly entered in the ship’s log: 

U. S. S. Connecticut, 
Melbourne, September 4, 1908. 

Received from Pay Inspector S. McGowan, U. S. Navy, £672/2/10, in exchange for 
$3,271, United States currency, taken in by Bank of New South Wales at Sydney and 
Melbourne. • 

For the Bank of New South Wales, 

F. S. Burstal, Subaccountant. 

91. I was, unfortunately, compelled to decline redemption of-a 
small portion of the funds offered in exchange, for the reason that it 
consisted in part of Mexican silver dollars and in part of confederate 
bills, all of which I was informed had been put in circulation in Aus¬ 
tralia during the visit of the fleet. 

92. Immediately prior to departure from Albany, West Australia, 
a letter was received from the department directing that sufficient 
British gold be obtained to meet Mediterranean disbursements. In 
compliance therewith, I made every possible effort to obtain£100,000 
sterling, but it was impossible to do so, even by exhausting the entire 
money supply at Albany (which is really scarcely more than a village) 
and the neighboring city of Perth. In fact it was out of the question 
to obtain anything like such an amount of gold from the entire State 


49710°—S. Doc. 646, 61-2-7 



98 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


of West Australia; whereas any money that we could have gotten 
there would have cost more than I would have felt justified in paying 
under the instructions referred to. If this letter had been received 
while the fleet was in Sydney or Melbourne, any amount of gold could 
have been had at par, for there is a royal mint at Melbourne, and the 
Australian bankers seemed extremely anxious to do everything in 
their power to accommodate the American fleet. 

93. Just before leaving Albany the commander in chief, at my 
suggestion, issued an order discontinuing on departure all payments 
in either British or American money and establishing, on arrival at 
Manila, Philippine currency as the only circulating medium through¬ 
out the fleet. 

94. For the reasons stated therein, I subsequently sent the fol¬ 
lowing: 

MEMORANDUM FOR THE CHIEF OF STAFF. 

In view of the recent money flurry at Albany, and particularly for the purpose of 
getting a line on the exact amounts of American and British gold we can count on—now 
that the issue of both has been interdicted—I suggest that the following signal be sent 
within the next day or two: 

‘ ‘ Report by wireless the exact amount of British gold and the exact amount of United 
States gold the pay officer now has in hand. ” 

S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 

U. S. S. Connecticut (Flagship), 

At sea, en route for Manila, P. I., September 21, 1908. 

95. The replies to this wireless order and the action taken thereon 
are shown by the following correspondence: 

MEMORANDUM FOR THE CHIEF OF STAFF. 

I submit herewith tabulated statement (based on wireless reports of the 22d instant) 
showing amount of United States and of British gold in the fleet; who has it, and who 
ought to have it. 

In accordance therewith and in order to take the very best care of the gold we have, 
I suggest that a circular letter, in substance as follows, be sent out on arrival at Manila: 

“ Pay officers of battle ships will immediately submit for the usual approval, money 
requisitions in accordance with the following schedule: 



United 
States gold. 

British 

gold. 

Connecticut on fleet paymaster. 

$19,000 

12,000 

£300 

2,300 

700 

Kansas on fleet paymaster. 

Kansas on Vir ginia. 

Minnesota on fleet paymaster. 

8,000 

3,000 

1,000 

13,800 

Vermont on Missouri. 

Vermont on Wisconsin. 


Georgia on Kearsarge. 


Georgia on Vermont. 

400 

2,000 

Nebraska on Vermont. 


New Jersey on fleet paymaster. 

8,700 

New Jersey on Missouri... 

1,300 

500 

400 

New Jersey on Wisconsin. 


New Jersey on Illinois. 


Rhode Island on Nebraska. 

4.500 
9; 700 
6.000 
4,000 

Louisiana on Kearsarge. 


Virginia on Kearsarge. 


Virginia on fleet paymaster. 


Ohio on Vermont... 

600 

Illinois on Kentucky. 

3,000 

Kearsarge on Rhode Island. 

1,300 

700 

1,400 

Kearsarge on Vermont. 


Kentucky on Louisiana. 





“When the requisitions are returned after approval, the officers concerned will with¬ 
out delay obtain the funds covered thereby. 

“As indicated in paragraph 2 of letter of the 10th instant, none of the gold now on hand 
or obtained on the requisitions above mentioned will be paid out in the Philippines; 
and when making payments in Japan the supply of United States gold is to be ex- 








































OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 99 

hausted before any British gold is expended, so that as far as practicable the entire 
amount remaining for use after final departure from Manila will be in British gold.” 

i - y i t ^ Stllere remaills in m y hands gold in the total sum of $65,292.47, of 
\\hich $12,500 United States and $10,119.65 in British is held for the various auxil¬ 
iaries, with a net additional balance of $42,672.82 in British gold for the usual fleet 
reserve fund. 

The itemized list of contemplated transfers looks formidable, I admit 5 but it was so 
arranged as to minimize paper work as far as practicable and at the same time trans¬ 
port the gold around the fleet as little as possible. 

By calling in all the surplus to the flagship and redistributing it from here, there 
would be required 25 requisitions (11 out and 14 in); gold coin of the value of $81,719.40 
being obliged to make two trips—one to the flagship and the other to final destination. 
By the schedule as I have presented it—for direct transfer from those who have the 
coin to those who need it—the total number of requisitions is reduced to 22 , and none 
of the money needs to be twice transported. 

The amounts are apportioned in the accompanying table and in this schedule 
on the basis of average estimates per class of vessels; classes being determined by 
complements. 

S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 

U. S. S. Connecticut (Flagship), 

At sea, en route to Manila, September 24, 1908. 


Gold in fleet September 22, 1908. 


United 

States. 


British. 


Total ex¬ 
pressed as 
United 


States. 


Connecticut.. 

Kansas. 

Minnesota... 

Vermont. 

Georgia. 

Nebraska.... 
New Jersey.. 
Rhode Island 
Louisiana 

Virginia. 

Missouri. 

Ohio. 

Wisconsin... 

Illinois. 

Kearsarge 
Kentucky... 
Auxiliaries... 
Fleet. 


$310 

2,595 

8,095 

1,030 

758 

19,000 

5,820 

10,000 

6,300 

4,340 

16,000 

12,500 

14,000 

10,000 

42,570 

16,000 


£2,209.5 
28.0 
1,807.0 
6,000.0 
1,900.0 
300.0 
126.0 
3,636.0 
3,911.5 
4,628.0 
3,469.0 
1,500.0 
2,600.0 
2,590.0 
141.0 
796.0 


$11,062.53 
2,731.26 
16,888. 77 
39,499.00 
10,004.35 
20,459.95 
6,433.18 
27,645.93 
25,335.32 
26,862.16 

32.881.89 
19,799.75 

26.652.90 
22,604.24 
43,256.18 
19,873.73 


64,545 


12,298.0 


124,393.22 


Total 


243,133 


47,930.0 


476,384.36 


Average 
expendi¬ 
ture per 
month. 


$29,000 
22,000 
24,000 
22,000 
22,000 
22,000 
22,000 
22,000 
24,000 
22,000 
20,000 
20,000 
20,000 
20,000 
20,000 
20,000 
20,000 


371,000 


Connecticut.. 

Kansas. 

Minnesota 

Vermont. 

Georgia. 

Nebraska. 

New Jersey... 
Rhode Island. 
Louisiana.... 

Virginia. 

Missouri. 

Ohio. 

Wisconsin 

Illinois. 

Kearsarge 
Kentucky 
Auxiliaries... 
Fleet. 


Total. 


United States gold. 


Allowed. 


$19,000 

14,500 

16,000 

14,500 

14,500 

14,500 


14,500 

16,000 

14.500 
13,000 
13,000 
13,000 
13,000 
13,000 
13,000 

12.500 


243,000 


Excess. 


$4,500 


3,000 


1,000 


29,500 

3,000 


64,200 


105,200 


Defi¬ 

ciency. 


$19,000 
12,000 
8,000 
4,000 
13,800 


8.700 
4,500 

9.700 

10,000 


3,000 


12,500 


105,200 


British gold. 


Allowed. 


£3, (XX) 
2,300 
2,500 
2,300 
2,300 
2,300 
2,300 
2,300 
2,500 
2,300 
2,100 
2,100 
2,100 
2,100 
2,100 
2,100 
2,100 


38,800 


Excess, 


£3,700 


1.300 
1,400 

2.300 

1.300 


500 

400 


3,600 


14,500 


Defi¬ 

ciency. 


£800 

2,300 

700 


400 

2,000 

2,200 


600 


2,000 

1,400 

2,100 


14,500 


Total 
allowed 
expressed 
as United 
States. 


$33,599.50 
25,692.95 
28,166.25 
25,692. 95 
25,692.95 
25,692.95 
25,692.95 
25,692.95 
28,166. 25 
25,692.95 
23,219. 65 

23.219.65 

23.219.65 

23.219.65 
23,219.65 
23,219.65 
23,219.65 


432,320.20 






















































































































100 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


U. S. S. Connecticut (Ft.agship), 

En route Albany to Manila, September 24, 1908. 

Sir: Pay officers of battle ships will immediately submit for the usual approval 
money requisitions in accordance with the following schedule: 


Ship. 

On- 

United 
States gold. 

British 

gold. 

Connecticut. 

Fleet paymaster. 

$19,000 

12,000 

£800 

Kansas. 

. .do. 

Do. 

Virginia. 

2,300 

700 

Minnesota. 

Fleet paymaster. 

8,000 

3,000 

1,000 

13,800 

Vermont. 

Missouri. 

Do. 

Wisconsin. 


Georgia. 

Kearsarge. 


Do. 

Vermont. 

400 

2,000 

Nebraska. 

.. . .do. 


New Jersey. 

Fleet paymaster. 

8,700 

Do ... 

Missouri. 

1,300 

500 

400 

Do. 

Wisconsin. 


Do . 

Illinois. 


Rhode Island. 

Nebraska. 

4,500 

9,700 

6,000 

4,000 

Louisiana. 

Kearsarge. 


Virginia. 

. ..do. 


Do. 

Fleet paymaster. 


Ohio. 

V ermont. 

600 

Illinois. 

Kentucky. 

3,000 

Kearsarge. 

Rhode Island. 

1,300 

700 

1,400 

Do. 

V ermont... 


Kentucky. 

Louisiana. 






2. When requisitions are returned after approval, the officers concerned will with¬ 
out delay obtain the funds covered thereby. 

3. As indicated in paragraph 2 of letter of the 10th instant, none of the gold now on 
hand or obtained on the requisition above mentioned will be paid out in the Philip¬ 
pines; and, when making payments in Japan, the supply of United States gold is to be 
exhausted before any British gold is expended; so that as far as practicable the entire 
amount remaining for use after final departure from Manila will be in British gold. 

Respectfully, 


The Commanding Officer. 


C. S. Sperry, 
Rear-Admiral, TJ. S. Navy, 
Commander in Chief U. S. Atlantic Fleet. 


Gold remaining in the hands of pay officers of the United States Atlantic Fleet 
(battle ships) after the distribution directed by the commander in chief has been 
made: 


Ship. 


• 

Connecticut.. 

Kansas.. 

Minnesota..., 

Vermont_ 

Georgia.. 

Nebraska_ 

New Jersey.. 
Rhode Island 

Louisiana. 

Virginia. 

Missouri. 

Ohio. 

Wisconsin... 

Illinois.. 

Kearsarge 

Kentucky 

Total.. 


United States 
gold. 

British 

gold. 

Total gold 
expressed 
as United 
States dol¬ 
lars. 

Dollars. 

19,310 

Pounds. 

3,009.5 

33,955.73 

14,595 

16,095 

2,328.0 

25.924.21 

2,507.0 

28.295.32 

14,300 

2,300.0 

2,300.0 

25,492.95 

14,558 

25,750. 95 

14,500 
14,520 

2,300.0 

25, 692.95 

2,326.0 

25,839.48 

14,500 

16,000 

2,326.0 

25,819.48 

2,511.5 

28,222.21 

14,340 

2,328.0 

25,669.21 

13,000 

2,169.0 

23,555. 44 

12,500 
13,000 

2,100.0 

22,719. 65 

2,100.0 

23,219.65 

13,000 

2,190.0 

23,657.64 

13,070 

2,141.0 

23,489.18 

13,000 

2,196.0 

23,686.83 

230,288 

37,132.0 

410,990.88 


U. S. S. Connecticut (Flagship), 

At sea y en route to Manila, September 29, 1908. 


S. McG. 


































































































OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 101 


96. This memorandum was prepared for the purpose of ascer¬ 
taining how much money would be needed for the Mediterranean 
disbursements: 


MEMORANDUM FOR THE CHIEF OF STAFF. 

In order to get a line on exactly how much gold will be needed by the several ships 
during the Mediterranean cruise (by finding out to what extent the officers and men 
are leaving their money on the books for future use) I suggest the following wireless 
to the fleet: 

‘‘Report by letter to the commander in chief grand total of amounts due and unpaid 
officers and men as shown by pay roll recapitulation June 30 and September 30.” 

S. McGowan, 

Pay Inspector, TJ. S. Navy, Fleet Paymaster. 

U. S. S. Connecticut (Flagship), 

At sea, en route for Manila, October 2, 1908. 

97. The suggested signals were made and the reports received 
accordingly. 

98. Meanwhile, for the reason stated, the following was sent: 

MEMORANDUM FOR THE CHIEF OF STAFF. 

If I am correctly informed that there will be no liberty granted to the enlisted men 
during the stay in Manila, I see no sufficient reason for our having any Philippine 
currency for disbursement during the next week. I recommend, therefore, that the 
following signal be sent to the fleet this morning: 

“Paragraph 2 of the commander in chief’s letter of September 10 is revoked, and 
payments in gold will be resumed immediately.” 

S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 

IT. S. S. Connecticut (Flagship), 

Manila, P. I., October 3, 1908. 


99. The general signal was accordingly wirelessed and payments 
in American gold immediately resumed. Acting on the information 
received by me the next day, I sent the following: 

MEMORANDUM FOR THE CHIEF OF STAFF. 


You will no doubt recall the following cablegram sent from Albany, September 16, 
to the commandant at Cavite: 

“Fleet paymaster requisitions on navy pay office, Manila, 700,000 pesos October 1.” 

In accordance therewith I assumed that, as the cablegram was reported by you to 
the department, the credit at the Philippine treasury would be available for me on 
our arrival here. 

I have just been informed, however, by the navy pay office, Manila, that the credit 
($350,000) is for him and that the requisitions will have to be made on him to get the 
funds—“The treasurer has plenty of United States gold,” he adds. 

Now, although there is at the moment all needed gold in the fleet, I should prefer 
to have $350,000 additional gold under our lee and not to have to go to any other 
disbursing officer to get it piecemeal. 

I suggest, therefore, that the following wireless be sent now to the commandant at 


Cavite: 

“Referring to money requisition cabled from Albany September 16, please direct 
navy pay office ManilaMeposit to the credit of Pay Inspector S. McGowan, U. S. Navy, 
fleet paymaster, the 700,000 pesos intended for the Atlantic Fleet. If this be contrary 
to established usage, then send on board the Connecticut as soon as possible a check 
drawn to the order of the fleet paymaster covering the entire amount. Please have 
treasurer informed that entire amount will probably be needed at once in United 
States gold.” 

S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 


U. S. S. Connecticut (Flagship), 

Manila, P. I., October 4, 1908. 


102 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


100. The action outlined in the above memorandum was immedi¬ 
ately taken; and, from that time on, American gold was used exclu¬ 
sively during the stay at Manila. 

101. When the commander in chief cabled from Albany to the 
department that no further gold was obtainable in Australia lor the 
reason already stated, the answer came back that the department 
could have British gold shipped to Colombo for three-fourths of 1 
per cent. This rate was so far from what we had been getting in 
New Zealand and Australia that it was decided to take at Colombo 
only what appeared to be needed in that port, leaving the Mediter¬ 
ranean funds to be obtained farther on where better terms could be 
secured. I accordingly suggested that Cairo be queried as to funds 
for delivery at Suez; and later I submitted this proposition: 

MEMORANDUM FOR THE FLAG SECRETARY. 

Since suggesting to you last night that the consul-general at Cairo be cabled with 
reference to securing <£100,000 sterling for delivery at Suez or Port Said, I learn that 
the supply ship Celtic is scheduled to meet the fleet at Port Said. 

In view of that fact, and in consideration of the further fact that there would prob¬ 
ably have to be shipment of coin in any event, I desire now to further suggest that 
an additional cablegram be sent asking the Secretary of the Navy whether it would 
not be practicable to ship us £100,000 sterling to Port Said via the Celtic. 

S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 

U. S. S. Connecticut (Flagship), 

Manila, P. /., October 8, 1908. 

102. No action was deemed necessary thereon; but the consul- 
general at Cairo cabled that he could arrange for delivery at Port 
Said £100,000, the charge being 18s. 9d. per thousand. 

103. The following recommendation was accordingly submitted: 

MEMORANDUM FOR THE FLAG SECRETARY. 

With reference to the money situation, I have been figuring considerably (and 
closely) of late; and I am convinced that it will be best to engage from the Chartered 
Bank of India or the Hongkong-Shanghai Bank (both of which promised to let me 
have bids by about now) £75,000 British gold for delivery in exchange for my bill of 
exchange in Colombo and to arrange through the consul-general at Cairo for another 
£100,000 (or so much thereof as may be needed) for delivery to the individual ships 
in exchange for their bills as they arrive. 

My idea is that the entire transaction be handled from the flag office in both cases 
and all arrangements be perfected in advance; only, with reference to the Port Said 
money, separate bills will be by far the handiest, and, in my opinion, the only officially 
authorized way to secure and distribute the money, in view of the fact that the ships 
will be coming through Port Said one by one. 

The Port Said rate quoted in the consul-general’s cablegram is 0.093 per cent, or 
$455.98 on £100,000 ($486,650)—practically par. The Colombo rate must be less than 
0.75 per cent, or $2,737.41 on £75,000 ($364,987.50), because the department, in its 
cablegram to Albany, quoted that figure for actual shipment by Seligman; and, of 
course, if the Chartered Bank or the Hongkong Bank wants to do business, it must 
come under that figure. 

I think it will. In any event, however, I am not prepared to recommend the 
taking of United States gold from here, because it would most probably entail upon 
the officers and men a loss on exchange ashore considerably greater than that sustained 
by the Government in obtaining British money. 

I shall get the two bids on Colombo in (from the Manila branches) just as soon as I 
can—to-morrow, if possible; then I shall be in a position to make a specific recommen¬ 
dation, in order that the entire money situation may be satisfactorily provided for, 
now while there is plenty of time. 


OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 103 


So as to be perfectly sure about the Port Said programme, I think it would be well to 
send a general signal, as soon as the second squadron is within wireless reach, asking 
whether the pay officer has authority to negotiate bills of exchange. 

I need scarcely add that local needs are all arranged for—my Manila balance on 
deposit being $36,741.17, with another $400,000 coming by deposit on my requisition 
on the navy pay office submitted to-day. 

S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 

U. S. S. Connecticut, 

Cavite, P. I., November 4, 1908. 

104. The bids for Colombo delivery came the same night and were 
submitted to the flag office as follows: 

MEMORANDUM FOR THE FLAG SECRETARY. 

Referring to my memorandum of November 4, herewith are the bids on Colombo 
money—the Chartered Bank, 1 per cent, and the Hongkong-Shanghai, 0.75. 

This last is the same as rate mentioned in the department’s cablegram received at 

Albany. 

Upon further consideration, I believe this had better be accepted—particularly in 
view of the reply to the department’s cablegram referred to; and I recommend that the 
following wireless be sent to the Hongkong and Shanghai Banking Corporation at 
Manila to-day: 

“Will require <£75,000 sterling gold coin at Colombo December 14, at rate 0.75 per 
cent premium, in acceptance of your offer November 4. Reply requested.” 

I also recommend that the following cablegram be sent to the American consul- 
general at Cairo to-day: 

“Please arrange for delivery at Port Said of gold sovereigns not to exceed 100,000 
to battle ships on individual navy bills of exchange on and after January 6 as different 
vessels arrive. Reply requested as to completion of arrangements at rate of 18s. 9d. 
per thousand pounds premium per your cablegram of October 24.” 

I have the $400,000 Manila deposit. 

S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 

U. S. S. Connecticut (Flagship), 

Cavite, P. I., November 6, 1908. 


[Telegram. Signal Corps, United States Army. Received at Cavite, Cavite, P. I.] 

Manila, November 4, 1908 — 2.40 p. m. 

McGowan, 

Fleet Paymaster, Atlantic Fleet, U. S. Navy, Connecticut, Cavite. 

If you can give us at once definite amount in hand for a few days we can probably 
supply Australian sovereigns in Colombo on December 15 at three-quarters per cent 
premium. 

Hongkong Bank. 


Chartered Bank of India, Australia, and China, 

Manila, November 4, 1908. 

Samuel McGowan, Esq., 

Pay Inspector, U. S. Navy, Army and Navy Club, Manila. 

Sir: With reference to your call on me a few days ago I have now to inform you 
that I can arrange to supply the American fleet with 60,000 sovereigns delivery at 
our offices in Colombo between the 12th and 15th December next at a charge of 1 per 
cent. Payment for this sum to be made in the form of draft or drafts payable at 
sight in London and drawn to the satisfaction of our Colombo agent. This offer will 
remain open until 12 o’clock noon of Friday the 6th instant. 

Very respectfully, 


F. Bennett, Agent. 




104 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


Hongkong and Shanghai Banking Corporation, 

Manila, November 4, 1908. 

Mr. Samuel McGowan, 

Fleet Paymaster, Atlantic Fleet, U. S. Navy, Connecticut. 

Dear Sir: I confirm my wire of this date reading as follows— 

“If you can give us at once definite amount in hand for a few days, we can probably 
supply Australian sovereigns in Colombo on 15 December at three-quarters per cent 
premium;” and shall be glad to have your reply as soon as possible, as otherwise we 
may not be able to get the sovereigns in Colombo in time. 

Yours faithfully, A. Redden, Manager. 

105. The order was placed as follows: 

[Wireless telegram. U. S. S. Connecticut sending.] 

Manila, November 6, 1908 — 2.40 p. m. 
To the Hongkong and Shanghai Banking Corporation, Manila: 

Will require £75,000 gold coin at Colombo December 14 at rate three-quarters per 
cent premium in acceptance of your offer November 4. Reply requested. Letter 
follows. 

Sperry. 


106. The arrangements for the Port Said delivery were completed 
as follows: 


[Telegram. Official business.] 


United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 

U. S. S. Connecticut, Cavite, P. I., November 10, 1908. 

To United States Consul-General, Cairo, Egypt: 

Please arrange delivery Port Said British gold sovereigns on navy bills of exchange 
drawn by individual ships on or after January 6 at rate 18s. 9d. accordance your 
telegram October 18. Total not exceeding £100,000. Reply requested. 

Sperry. 


[Telegram. Official business.] 

United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 

Cavite, P. /., November 11, 1908. 

To Secretary of Navy, Washington: 

Request department cable Liebgurt, Connecticut, Lehnhof, Missouri, Lehrjahr, 
Vermont, authority negotiate bills exchange necessary for funds and canal tolls. 
Specimen signatures mailed Seligman direct. Am arranging supply British gold 
Port Said. 

Sperry. 


[Telegram. Signal Corps, United States Army. Received at Cavite, P. I.] 

Cairo, 13, via Manila, November 13, 1908. 

Sperry, Cavite: 

Arranged. 

Iddings. 

8.02 a. m., November 14, 1908. 

107. In conformity therewith the following memorandum was 
submitted and order issued accordingly: 

MEMORANDUM FOR THE CHIEF OF STAFF. 

Inasmuch as all arrangements have been made for supplying the fleet with funds 
until final departure from the Mediterranean for home, I suggest that, in order that 
there may not be any delay or confusion at the last moment, the following circular 
letter be sent out now: 




OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 105 


“Please direct the pay officer of the vessel under your command to make requisition 
(S. & A., Form No. 15) on the fleet paymaster at once for British gold sovereigns neces¬ 
sary for disbursement during the stay of the fleet at Colombo, Ceylon. 

“ Please submit also without delay to the commander in chief ‘Money statement 
pertaining to exchange ’ (S. & A., Form No. 42) covering such further amount as may 
be required for expenditure by the pay officer of the vessel under your command 
while in Mediterranean waters; arrangements having been made for delivery of 
British gold sovereigns at Port Said, Egypt, on individual bills of exchange drawn by 
pay officers of vessels, the expense being 18s. 9d. per thousand pounds for cashing bills 
payable at sight by Seligman Brothers, United States fiscal agents, London, England.” 

S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 

United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 

Manila Bay, P. /., November 15, 1908. 


U. S. S. Connecticut (Flagship), 

Cavite, Philippine Islands, November 16, 1908. 

Sir: Please direct the pay officer of the vessel under your command to make requi¬ 
sition (S. & A., Form No. 15) on the fleet paymaster at once for British gold sovereigns 
necessary for disbursement during the stay of the fleet at Colombo, Ceylon. 

2. Please submit also without delay to the commander in chief “Money statement 
pertaining to exchange ” (S. & A., Form No. 42) covering such further amount as may 
be required for expenditure by the pay officer of the vessel under your command 
while in Mediterranean waters; arrangements having been made for delivery of 
British gold sovereigns at Port Said, Egypt, on individual bills of exchange drawn by 
pay officers of the vessels, the expense being 18s. 9d. per thousand pounds for cashing 
bills payable at sight by Seligman Brothers, United States fiscal agents, London, 
England. 

By direction of the commander in chief: 

A. W. Grant, 

Commander, U. S. Navy, Chief of Staff. 

The Commanding Officer. 

108. To complete preparations for the money programme on arrival 
home, the following circular letter was also written: 

U. S. S. Connecticut (Flagship), 

Cavite, Philippine Islands, November 18, 1908. 

Sir: The fleet paymaster will furnish funds after arrival in the United States in the 
same manner as at Manila, namely, by depository checks in fulfillment of pay officers’ 
requisitions on S. & A., Form No. 15. 

2. Requisition for sufficient funds to make all expenditures from February 22 to and 
including March 31, 1909, should be in the hands of the commander in chief not later 
than December 15, 1908. 

By direction of the commander in chief: 

A. W. Grant, 

Commander, U. S. Navy, Chief of Staff. 

The Commanding Officer. 

109. The following memorandum and circular letter were written 
in compliance with the department’s directions and for the purpose 
of enabling officers and men to get the full worth of their money 
without being charged any exchange ashore: 

MEMORANDUM FOR THE CHIEF OF STAFF. 

« 

I suggest the following circular letter: 

“Please direct the pay officer of the vessel under your command to deposit, before 
leaving Manila, with the treasurer of the Philippine Islands to the credit of the United 
States, all Philippine currency in his possession, including any amount he may have 
to his credit on deposit here. 

“ From the date of departure from Manila until the fleet leaves the Mediterranean for 
home, payments in United States money will be discontinued; and all expenditures 



106 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


will be made in British gold except that coal at Port Said will be paid for in bills of 
exchange drawn on London and negotiated in payment at par, that canal tolls will be 
paid by bills of exchange drawn on London and negotiated at par and that payment of 
tolls for passing through the Suez Canal will be made by London bills exchangeable at 
25.20 francs to the pound sterling—the toll being reckoned at 7.75 francs for each net 
registered ton.” 

S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 

United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 

Cavite, P. I., November 25, 1908. 


U. S. S. Connecticut (Flagship), 

Cavite, Philippine Islands, November 25, 1908. 

Sir: Please direct the pay officer of the vessel under your command to deposit, 
before leaving Manila, with the treasurer of the Philippine Islands to the credit of the 
United States, all Philippine currency in his possession, including any amount he may 
have to his credit on deposit here. 

2. From the date of departure from Manila until the fleet leaves the Mediterranean 
for home, payments in United States money will be discontinued; and all expenditures 
will be made in British gold except that coal at Port Said will be paid for by bills of 
exchange drawn on London and negotiated at par and except that payment of tolls 
for passing through the Suez Canal will be made by London bills exchangeable at 
25.20 francs to the pound sterling—the tolls being reckoned at 7.75 francs for each net 
registered ton. 

By direction of the commander in chief: 

A. W. Grant, 

Commander, U. S. Navy, Chief of Staff. 

The Commanding Officer. 

110. In view of the sudden change of pay officers on the Georgia , I 
sent the following; 

MEMORANDUM FOR THE CHIEF OF STAFF. 

I have plenty of British gold on hand and engaged for delivery at Colombo to supply 
the Georgia all she may possibly need for expenditure there for canal dues, for Port 
Said coal and for Mediterranean expenditures. 

But it has occurred to me that just possibly the canal people insist on being paid 
by bill of exchange in preference to cash. I gather this from Alabama port report, 
dated September 12, 1908, which says: 

“Men of war are charged 7.75 francs per registered ton for passage through the 
canal, payable in advance and only by bill of exchange on London at sight at the 
rate of 25.20 francs to the pound sterling.” 

I therefore suggest the following cablegram: 

“Secretary of Navy, Washington: 

“Request authority Van Patten, Georgia, draw bills of exchange. Specimen sig¬ 
natures direct to Seligman.” 

S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 

November 28, 1908. 

111. The necessary authority was accordingly requested and 
granted. 

112. When the requisitions for Colombo money came in, it was 
found that considerably less was called for than had been expected 
in view of the comparatively light pay days while in Philippine waters. 
So 1 sent the following recommendation which was favorably acted on: 

memorandum for the flag office. 

As we have £75,000 positively engaged for Colombo delivery whereas the various 
vessels have requisitioned for but £49,000, I suggest that, in approving the requi- 



OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 107 


sitions herewith transmitted, the amounts be increased as shown in the following 
tabulation: 


Ship. 


Connecticut. 

Kansas. 

Minnesota. 

Vermont. 

Georgia. 

Nebraska. 

New Jersey. 

Rhode Island.... 

Louisiana. 

Virginia. 

Missouri. 

Ohio. 

Wisconsin. 

Illinois. 

Kearsarge. 

Kentucky. 

Culgoa. 

Panther. 

Premium on B/E 

Total. 


Required. 


£2,000 
4,000 
4,000 
3,000 
4,000 
2,000 

3.500 
3,000 
3,000 

4.500 

2,000 

1.500 
3,000 

3.500 
3,000 
2,000 
1,000 


Allotted, 

approved 

for. 


£4,437-10 

5,000 

5,000 

5,000 

5,000 

5,000 

5,000 

5,000 

5,000 

5,000 

4,000 

3,000 

4,000 

4,000 

4,000 

4,000 

2,000 


Increase. 


£2,437-10 

1,000 

1,000 

2,000 

1,000 

3,000 

1,500 

2,000 

2,000 

500 

2,000 

1,500 

1,000 

500 

1,000 

2,000 

1,000 


562-10 


26,000 


562-10 


49,000 


75,000 


I am holding the Port Said requisitions until I can see the pay officers in person 
(which I shall do on arrival at Colombo), because I anticipate that their total require¬ 
ments will be more than they have figured on. If not, I shall suggest reduction all 
along the line on the Port Said bills of exchange in accordance with and to compen¬ 
sate for the Colombo increase. 

S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 

United States Atlantic Fleet, 

U. S. S. Connecticut {Flagship), 

At sea, en route to Colombo, December 4, 1908. 

113. In consequence of the action last referred to, it became nec¬ 
essary to subsequently submit the following: 

MEMORANDUM FOR THE FLAG OFFICE. 

I am returning herewith the money statements pertaining to exchange submitted 
by the pay officers of the fleet, in accordance with 'commander in chief’s letter of 
November 16, 1908. The estimates contained in these statements, plus the amounts 
previously required for at Colombo, cover the needs of the fleet from Colombo to Negro 
Bay, both inclusive; but, inasmuch as the requisitions which were filled by me at 
Colombo were increased over the amounts originally required for, it is suggested that 
these statements requesting authority to draw bills of exchange at Suez be approved 
for correspondingly less amounts. 

Accordingly, I recommended that these statements be returned by indorsement 
through the commanding officers to the pay officers concerned approved for the 
amounts indicated below, or so much thereof as may be needed: 


Ship. 

Required. 

Author¬ 

ized. 

Ship. 

Required. 

Author¬ 

ized. 


£7,000 

£5,000 

Virginia. 

£4,000 

£3,500 


4,000 

2,500 

Missouri. 

4,000 

2,000 


3,000 

2,000 

Ohio. 

4,000 

2,500 


5,000 

4,000 

Wisconsin. 

5,000 

4,000 


4,000 

3,000 

Illinois. 

7,000 

6,500 


6,000 

3,000 

Kearsarge. 

10,000 

9,000 


6,000 

4,500 

Kentucky. 

4,000 

2,000 


5 000 

3,000 

Culgoa. 

1,000 


XY110Cl(3 JLSldLlCl. .. 

Louisiana. 

4 ,000 

2,000 





S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 

U. S. S. Connecticut (Flagship), 

Colombo, Ceylon, December 18, 1908. 





































































108 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


114. The various requisitions were approved as recommended. 

115. Estimating that $1,000,000 would be needed by the fleet on 
its arrival at Hampton Roads, I submitted requisition therefor 
and requested cable advice as to action taken. The answer was as 
follows: 


[Copy cablegram.] 


Washington. 

Funds required McGowan’s requisition December 31 will be supplied. 

Newberry. 


116. The following recommendation, upon which favorable action 
was immediately taken, explains itself: 


MEMORANDUM FOR THE CHIEF OF STAFF. 


In order to size up the present money situation and also to make preparations on 
arrival to clear out all foreign coin now in the fleet, I suggest the following wireless: 

“ To fleet: Report by wireless amount of United States money now on hand; also 
British gold and British silver.” 

S. McGow’an, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 

U. S. S. Connecticut (Flagship), 

At sea, en route to Hampton Roads, February 9, 1909. 


117. The following circular letter on the same subject was sent out 
the second day after arrival in port: 


U. S. S. Connecticut (Flagship), 

Hampton Roads, Va., February 24, 1909. 

Sir: The following telegram has just been received from the Navy Department and 
is quoted for your information and compliance: 


“Washington, D. C., February 24, 1909 — 1.34 p. m. 

“Commander in Chief Atlantic Fleet, 

“Hampton Roads, Va.: 

“Please direct ships’ paymasters to transfer all foreign gold in their possession to 
fleet paymaster. 

“Rogers.” 


By direction of the commander in chief: 
The Commanding Officer. 


A. W. Grant, 

Commander, U. S. Navy, Chief of Staff. 


118. The funds (in the amount of $800,000) requisitioned by me 
were sent to Hampton Roads by the Yankton, and distribution was 
made direct to the several pay officers February 23. 

119. The British gold in the fleet was turned in to the fleet pay¬ 
master, who, after repeated efforts to exchange it in New York for 
American money at a fair rate, finally transferred it all (by direction 
of the Bureau of Supplies and Accounts) to the pay officer of the New 
York, bound for European waters. 

120. With the fleet scattered around the various navy-yards, most 
of the requisitions went direct to Washington—the fleet paymaster, as 
a rule, filling requisitions from only the few vessels at the New York 
yard; but a determined effort toward systematization and the cut¬ 
ting down of inordinately large balances in hand was made, as the 
following correspondence shows: 


OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 109 


[Urgent.] 

United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 

Navy- Yard , New York, June 6, 1909. 

Sir: 1 . A letter from the fleet paymaster, United States Atlantic Fleet, and indorse¬ 
ment thereon from the Bureau of Supplies and Accounts, are quoted for the informa¬ 
tion and guidance of the pay officer of the vessel under your command: 

“United States Atlantic Fleet, 

“U. S. S. Connecticut (Flagship), 

“ Navy- Yard, New York, May 27, 1909. 

“Sir: It is. respectfully recommended: First. That each pay officer in the fleet 
supply himself before leaving the navy-yard with sufficient cash to last him through 
June only; requisitions from vessels at New York to be made on the fleet paymaster 
and from other vessels on the Paymaster-General direct. Second. That $500,000 be 
placed to the credit of the fleet paymaster at Boston, July 3, 1909, so that he can 
obtain that amount of cash July 5, 1909, for distribution among the vessels of the 
fleet for July disbursements. Third. That an equal amount be similarly placed at 
Norfolk, August 9,1909, for August disbursements. If the bond of the local depository 
will not permit so large a deposit at one time, then half of it might be availiable August 
9, 1909, and the other half two days later and after the first deposit has been checked 
out. Fourth. That, separate and distinct from the foregoing programme, each pay 
officer in the fleet maintain at New York (and there only) to his individual credit a 
deposit sufficient to enable officers and men to make remittances, and also for the 
payment of small bills for thirty days and no more. 

“2. This recommendation is based on the itinerary published in fleet Special Order, 
No. 17, dated May 20, 1909, and it is aimed to facilitate the furnishing of all needed 
funds and at the same time limit amounts in hand and on deposit to the minimum 
to adequately meet all actual demands. 

“3. If this programme is agreeable to the Bureau of Supplies and Accounts, it is 
most important to inform all pay officers thereof at the earliest practicable date so 
that the necessary requisitions may be submitted in the manner indicated and all 
balances, except at New York, may be deposited to the credit of the United States 
before the end of the fiscal year. 

“Very respectfully, S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster." . 

The Commander in Chief. 

[First indorsement.] 

United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 

Navy- Yard, New York, May 27, 1909. 

1. Respectfully forwarded to the Navy Department, Bureau of Supplies and 
Accounts, through the Bureau of Navigation, approved. 

Seaton Schroeder, 
Rear-Admiral , U. S. Navy, 

Commander in Chief, United States Atlantic Fleet. 

[Second indorsement.] 

Bureau of Navigation, June 1, 1909. 

1. Respectfully forwarded to the Bureau of Supplies and Accounts. 

N. R. Usher, Assistant to Bureau. 

[Third indorsement.] 

Bureau of Supplies and Accounts, 

June 3, 1909. 

Subject: Atlantic Fleet—Paymaster recommends plan for distribution of cash 
allowances for the fleet. 

Respectfully returned, through the Bureau of Navigation, to the commander in 
chief, United States Atlantic Fleet. 

1. The recommendations of the fleet paymaster in the within letter are approved. 
Tt is requested that instructions in accordance therewith be given to the paymasters 
of all vessels of the fleet. 


110 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


2. The fleet paymaster’s requisition for $500,000 to be deposited with the subtreas¬ 
ury at Boston should reach the bureau not later than the 28th instant, and the requi¬ 
sition for $500,000 to be placed to his credit with the national depositories at Nor¬ 
folk not later than July 31, 1909. 

3. It is the intention of the bureau to submit requisition for the $500,000 to be 
deposited at Boston to the Treasury Department on July 1, with request that same 
be passed “special” and warrant mailed to the subtreasury at Boston the evening 

of that day. . 

4. Return of letter to this bureau, with report of action taken, is requested. 

J. S. Carpenter, 

Acting Chief of Bureau. 


[Fourth indorsement.] 


Received and forwarded. 
Respectfully, 


The Commanding Officer. 


Bureau of Navigation, June 4, 1909. 


Seaton Schroeder, 

Bear Admiral, U. S. Navy, 
Commander in Chief, United States Atlantic Fleet. 


United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 
Navy- Yard, New York, June 17, 1909. 


Sir: You will direct the pay officer of the vessel under your command to submit at 
once, through official channels, to the commander in chief, on S. & A., Form No. 15, 
requisition for such funds as will be necessary to make July cash payments under the 
instructions contained in paragraph 1 of the commander in chief’s letter of June 6, 1909. 

Respectfully, 

Seaton Schroeder, 

Rear Admiral, U. S. Navy, 

. Commander-in Chief, United States Atlantic Fleet. 


The Commanding Officer. 


United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 

Navy- Yard, New York, June 24,1909. 

Sir: Transmitted herewith is my check, No. 236832, on the assistant treasurer United 
States at New York for $10,000, drawn to the order of S. McGowan, U. S. Navy, for 
“Transfer of funds” and indorsed “For deposit to credit of John S. Higgins, paymas¬ 
ter, U. S. Navy,” in fulfillment of a duly approved money requisition, No. 53, from the 
pay officer of the U. S. S. Minnesota, navy-yard, Norfolk, Va. 

2. I should be obliged if you will kindly inform me whether this method of filling 
requisitions has any features to which your office objects, and also whether there is any 
reason why I could not in the future simplify the process somewhat by writing on the 
face of the check—in the place of the words “ pay to order of S. McGowan, U. S. Navy ”— 
the words “place to the credit of John S. Higgins, paymaster, U. S. Navy.” 

3. The reason why 1 ask this question is that I am to-day making requisition for a 
credit with the assistant treasurer at New York in order to keep every pay officer of 
this fleet supplied with sufficient funds there to enable officers and men to make remit¬ 
tances by check during the month of July, and if this process last described is not 
objected to it would facilitate the transfer, provided, of course, no objection is found 
to the general idea. 

A T ery respectfully, ' S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 

The Assistant Treasurer United States, 

New York. 




OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. Ill 


Office of Assistant Treasurer of United States, 

New York, N. Y., June 25, 1909. 

S. McGowan, 

Pay Inspector , U. S. Navy, Fleet Paymaster, 

TJ. S. S. Connecticut, Navy- Yard, New York. 


Sir: Replying to the inquiry contained in your letter of the 24th instant, you are 
informed that this office has no objection, in transferring funds to the credit of other 
officers, to draw check “place to the credit of” instead of “pay to the order of,” but 
rather favors that method, as it is simpler and does not require indorsement. 

Very respectfully, 

W. S. Terry, 

Assistant Treasurer United States. 


121. To what extent the balances had been reduced at the end of 
the fiscal year may be seen from the following tabulation of amounts 
in cash and on deposit to the credit of the pay officers of the several 
vessels named June 30, 1909: 


Ship. 

Cash. 

New York. 

Ship. 

Cash. 

New York. 

Connecticut. 

Vermont. 

Kansas. 

$13,797.98 
3,026.08 
4,024.70 
2,020.15 
8,907.60 
6,605. 78 

3.457.95 
449.54 

12,410.93 

2.360.95 
5,415.25 

$1,921.00 
861.45 
2,994. 45 
1,823.68 
45.51 
477.08 
1,961.37 
1,007.54 
5,815.43 
2,197.15 
13,441.26 

Virginia. 

Wisconsin. 

Maine. 

$3,857.43 
10.56 
4,481.46 
2,292.63 
8,913.31 
1,773.87 
942.72 
1,427.54 

87,936.33 

$1,746. 67 
50.12 
8,661.53 

Louisiana. 

Ohio. 

Minnesota. 

New Hampshire. 

Mississippi. 

Georgia. 

New Jersey. 

Nebraska/.. 

Rhode Island. 

Missouri. 

Culgoa. 

Dixie. 

Yankton. 

Total. 

2,907.03 
2,553.58 
2,496.71 
1,352.02 

53,013.58 


122. This centralization system and reduction programme were not 
taken to in every case so kindly as they might have been; and, in 
order that there might be no possible misunderstanding on the subject, 
the commander in chief, on my recommendation, sent out the fol¬ 
lowing circular letter: 

United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 

Cape Cod Bay, July 23, 1909. 

Sir: You will direct the pay officer of the vessel under your command to submit, 
August 1, 1909, a requisition on the fleet paymaster for cash and amount to be 
deposited at New York for use during the month of August and for that period only. 

2. S. & A., Form No. 15, requisition and two copies will be employed, the required 

cash and deposit items to be stated separately as such. < 

3. In the statement of “Average monthly disbursements,” the figures for July, 1909, 
will be used—the sum of the amounts of all checks drawn appearing as one item and 
the net amount of cash expended as a separate item entering into the total of “Average 
monthly disbursements.” This net amount of cash expended will be arrived at by 
adding to the cash in hand July 1 the various amounts received during the month and 
from that total subtracting the actual cash remaining in hand July 31. 

4. In this connection attention is invited to the commander in chief’s letter of June 
6, 1909. 

Respectfully, Seaton Schroeder, 

Rear-Admiral, U. S. Navy, 
Commander in Chief, United States Atlantic Fleet. 

The Commanding Officer. 

123. Even that, however, was apparently not plain enough for 
everybody to understand—two noteworthy cases occurring which 
occasioned individual letters similar to this: 

Provincetown, Mass., August 3, 1909. 

Sir: Comparison of the money requisition dated August 1, 1909, submitted by the 
pay officer of the vessel under your command, with statement of amount on deposit 
June 30, 1909, shows that $7,339 was placed to his credit at New York in July. 






































112 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


2. In view of the instructions contained in the commander in chief’s letters of June 
6, 1909, and of June 25, 1909, explanation will be made by indorsement hereon and 
prompt return of papers, as to when, how, and why this $7,339 deposit was obtained 
in addition to the $10,000 from the fleet paymaster—the total on deposit during the 
month of July appearing to be more than enough for three full months. 

3. Meanwhile the pay officer will immediately draw his check on New York payable 
to the order of the fleet paymaster on account of “transfer of funds” for such portion 
of the present balance of $12,130.47 as will not be needed during the next thirty days 
and transmit same to the commander in chief—using a certified copy of this letter in 
lieu of the usual printed requisition Form No. 15. 

Respectfully, Seaton Schroeder, 

Rear-Admiral, U. S. Navy, 
Commander in Chief, United States Atlantic Fleet. 

The Commanding Officer, U. S. S. * * *. 


124. In several other instances, however, pay officers obeyed the 
letter of the order so strictly that it became necessary to send out 
the following additional circular letter: 


United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 
Provincetown, Mass., August 4, 1909. 

Sir: The intent of the commander in chief’s letters of June 6, 1909, and of July 23, 
1909, was to keep all vessels adequately supplied, through the fleet paymaster, with 
all necessary funds for cash disbursements and amounts on deposit at New York to 
facilitate check payments and remittances and at the same time to prevent the accu¬ 
mulations of unnecessarily large balances. 

2. While, therefore, it is expected that due care will be exercised in reducing 
monthly requisitions to the least amounts sufficient for all needs, the occasion for 
additional requisitions in individual cases from time to time is unavoidable and to be 
expected. 

3. Whenever the pay officer of the vessel under your command has good reason 
to believe that his balance is about to be unduly reduced, he will at once prepare, 
and the commanding officer will forward, such an additional requisition on the fleet 
paymaster, stating on the face thereof the reason why additional cash or subtreasury 
credit appears to be needed, e. g., because the amount asked for in monthly requisi¬ 
tion was reduced or because the pay officer’s estimate was erroneous. 

Respectfully, 


The Commanding Officer. 


Seaton Schroeder, 
Rear-Admiral, U. S. Navy, 
Commander in Chief, United States Atlantic Fleet. 


125. The following circular letter is self-explanatory: 

United States Atlantic Fleet, 

U. S. S. Connecticut, (Flagship), 
Southern Drill Grounds, August 24, 1909. 

Sir: Direct the pay officer of the vessel under your command to prepare, August 27, 
1909, a requisition on S. & A., Form No. 15, for such funds as will be needed for cash 
disbursements during the month of September—bearing in mind the fact that the 
fleet is to visit New York, where more money will probably be needed than in July or 
August; also a separate requisition on S. & A., Form No. 15, for the amount to be 
deposited to the assistant treasurer, United States, at New York for the payment of 
public bills and for remittances by officers and men till September 30, 1909. 

2. Both of these requisitions will be addressed to the fleet paymaster and will be 
forwarded to the commander in chief by the first available means after August 27, 1909. 

Respectfully, 

Seaton Schroeder, 
Rear-Admiral , U. S. Navy, 
Commander in Chief, United States Atlantic Fleet. 

The Commanding Officer. 

126. Shortly before the departure of the fleet from Hampton 
Roads for New York it became necessary to submit the following: 

memorandum for the chief of staff. 

1. Having been informed that the fleet will arrive in New York about 3 p. m., 
September 22, 1909, and that the general court-martial, of which I am a member, is 


OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 113 


to meet the next forenoon, all arrangements having meanwhile been made for me to 
get money from the New York subtreasury for the September pay day on the 25th, 
a delay of several days (how many I am unable to say) in paying the entire fleet seems 
inevitable unless: (a) The money be at once shipped to me here from Washington; 
or (b) I give a check now to each pay officer and let them go individually to the sub- 
treasury for the money after arrival in New York; or (c) I go to New York by rail, get 
the money in person September 22 and bring it on board as soon as the fleet comes to 
anchor. 

2. Plan A or plan B would, to the best of my knowdedge and belief, cost the Gov¬ 
ernment about $125; plan C about $35. 

3. 1 he immediate resort to one or other of these plans is deemed absolutely necessarv; 
and they are believed to merit consideration in the order named. 

4. What shall I do? 

S. McGowan, 

Pay Inspector, U. S. Navy, Fleet Paymaster. 

United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 

Fortress Monroe, Va., September 15, 1909. 

127. Plan A was adopted as shown by the following telegram sent 
the same day by the commander in chief to the Paymaster-General: 

Fleet paymaster requisitions following funds be sent from Treasury here by express 
immediately: Three original packages of $20 bills, $240,000; threeof tens, amounting to 
$120,000; two of fives, amounting to $40,000; two of ones, amounting to $8,000. In all, 
$408,000. Important that these denominations be adhered to. Reply requested. 
Fleet sails Monday. 

128. The money arrived promptly and was immediately distributed 
throughout the fleet, being sufficient to last till the end of September, 
with a small balance over in each case. 

129. The question of fleet supply ships was taken up by a board of 
which I was a member, as shown by the following order and report: 

United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship;, 

Cavite, P . /., November 2A, 1908. 

Sir: A board, consisting of yourself as senior member, and of Pay Inspector Samuel 
McGowan, Lieut. Commander John B. Patton, Naval Constructor Lewis B. McBride, 
and Assistant Paymaster Maurice H. Karker, U. S. Navy, as additional members, will 
convene on board the U. S. S. Connecticut, at such time as you may designate, for the 
purpose of inquiring into fleet supplies with special reference to the number and type 
of vessels suitable for accompanying a fleet of sixteen or more battle ships with the 
necessary auxiliary craft. 

2. You will make a careful and thorough examination into such information as may 
be obtainable from the experience of the United States Atlantic Fleet during the past 
year, and report the results of your deliberations with specific recommendations to 
the commander in chief not later than February 5, 1909. 

3. Assistant Paymaster Maurice PI. Karker, U. S. Navy, will act as recorder of the 
board. 

Respectfully, C. S. Sperry, 

Rear-Admiral, U. S. Navy, 
Commander in Chief, U. S. Atlantic Fleet. 

Commander Albert W. Grant, 

U. S. Navy, U. S. S. Connecticut. 


United States Atlantic Fleet, 

U. S. S. Connecticut (Flagship), 
Enroute to Suez, Egypt, December 29, 1909. 

Sir: In accordance with your order of November 24, 1908, which is appended 
hereto, appointing us a board to consider the subject of a fleet-supply ship, and the 
proper design therefor, w r e respectfully report as follows: 

2. This report considers a supply ship designed for carrying fresh provisions and 
frozen meats for 16,000 men for sixty days, having a speed of not less than 14 knots 
when fully loaded and a cruising radius of 7,500 miles under full load at 10 knots. 


49710°—S. Doc. 046, 61-2-8 




114 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


3. It is believed that provision-supply ships should be fitted for carrying from 500- 
800 tons of ammunition, as should all other newly designed fleet auxiliaries, with the 
exception of hospital ships. These ammunition spaces should, however, be so fitted 
as to be available for the routine use of the auxiliary when not carrying ammunition. 

4. The amounts of the various kinds of provisions have been based on the quantities 
as issued to the United States Atlantic Fleet since leaving San Francisco last July. 
The weights and space required are divided into three main classes: 



Net weights. 

Space. 

Meats, fresh. 

Pounds. 
1,070,000 
735,000 
2,685,000 

Cubic feet. 
51,980 
25,725 
92,150 

Vegetables, fresh. 

Sea stores (provisions wet and dry). 



This is a total net weight of 4,490,000 pounds, or a corresponding gross weight for 
present style of packing of 5,287,000 pounds, or 2,360 tons, of food supplies. If to this 
we add an allowance for canteen stores, ship’s stores, and ammunition, the total cargo 
capacity will be close to 3,500 tons. 

5. To obtain the above qualities will require a ship of approximately 400 feet in 
length, 50-foot beam, and 25-foot draft loaded, and about 9,000 tons displacement, 
with a coal bunker capacity of about 1,250 tons and engines of 4,500 horsepower. 

6. The space in cubic feet as given above should be increased by about 15 per cent 
to allow necessary access and inspection. Further, under each heading, as given 
above, the space should be subdivided to allow as far as possible of separate stowage 
and access to each class of article as follows: 


Fresh meat. 


Space in 
cubic feet. 


Beef. 

Pork loin and sausage 

Veal.... 

Mutton. 

Fowl. 

Miscellaneous. 


30,000 
12,500 
8,000 
3,000 
2,000 
4,500 


Total fresh meats 


60,000 


This meat space should be cold-storage space proper, heavily insulated, and capable 
of being maintained at a temperature of from 10°-15° F. 


Potatoes. 

Onions. 

Miscellaneous 


Vegetables. 


Space in 
cubic feet. 


25,000 

1.500 

3.500 


Total fresh vegetables 


30,000 


Semiperishable sea stores, such as eggs, butter, sauerkraut, chipped beef, codfish, 
etc., 25,000 cubic feet of space. 

This space of 55,000 cubic feet should be insulated and have sufficient cooling 
apparatus to be capable of maintaining a temperature of 45°-50° F., and the vegetable 
space should further be provided with sufficient ventilation to keep up a circulation 
of air throughout the space; this double purpose can best be accomplished by probably 
passing air through a small cooling room and discharging through a number of outlets 
in the floor with suitable escapes in the top. The remaining space required for sea 
stores (provisions, wet and dry), about 80,000 cubic feet, should be subdivided as far as 
possible to allow separate access to the large number of different articles included 
under this head. 

7. The cold-storage and semicold-storage spaces should be located forward and 
under two hatches. The arrangement of the space should be: Hold divisions, lower 
platform deck divisions, and upper platform deck divisions. Under each hatch the 
two lower tiers can be used for cold-storage purposes proper and the upper tier for the 
semicold storage. The trunk arrangement in each hatch should be such as to allow 
access to any tier without disturbing or opening the others. This will necessitate 
insulating trunks. In addition to the hatches there should be cargo ports at the level 






































OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 115 


of the upper platform tier and access be obtainable to any one of the three tiers by 
means of insulated doors or hatches. These cargo ports will be very useful either 
_ when serving out in rain and it is not desirable to move the weather-deck hatch Cover¬ 
ing or wdien a large number of boats are being served at once. 

8. The booms and other appliances for handling stores in and out should be so 
arranged as to use both sides of the ship at once. This can probably be better accom¬ 
plished by the use of separate uprights and booms at each corner of the hatches than 
by the ordinary booms at the mast. Deck winches should be numerous. In wake of 
the cargo ports a small handling arrangement should be fitted in the nature of small 
electric winches (like a whip ammunition hoist) capable of lifting 200 pounds and 
transfer it to a trolley running on a track with an extension piece over the port. 

9.. The complement of such a ship should be 9 officers (captain, executive and 
navigator, chief engineer, 3 watch officers, pay officer, doctor, and pay clerk) and 150 
men. 

10. The ship should carry the following boats: Two steamers, 36 feet; 2 sailing 
launches, fitted with internal-combustion engine of moderate power; 2 lifeboats; 1 
dingey. These are the same boats now carried by the Culgoa , with the addition of 1 
steamer and the substitution of 1 sailing launch for a cutter; the former would at 
times expedite the delivery of stores to boats alongside by being available for towing 
a loaded boat back to its ships when not promptly called for by its own steamer, as is 
not infrequently the case. 

11. The ship should be provided with special arrangements for scuttling in case of 
being isolated in the time of war and in immediate danger of falling into the enemy’s 
hands, to whom the provisions might be of great value. The outfit of boats as given 
in the preceding paragraph is sufficient to carry the ship’s complement. 

12. The ship should carry a battery of 4 guns of 3-inch or 4-inch, so as not to be 
entirely at the mercy of any torpedo £>oat or destroyer with which she may come in 
contact. 


13. One or two miscellaneous minor points should be provided for: (a) Sufficient 
water ballast to make the ship easy to handle when cruising light must be provided 
for; this quantity should be about one-sixth of the displacement; (6) a small auxiliary 
cold-storage room (about 2,500 cubic feet capacity) should be provided on the main 
deck, both for the use of the ship herself and as an issuing room for small amounts; 
(c) in some locations the heavy insulated hatches to cold-storage spaces can be advan¬ 
tageously hinged on one side; ( d ) no steam nor water pipes should be led through any 
of the storage spaces, as they invariably cause trouble; ( e ) no steam pipes should be 
led in close proximity to cold-storage spaces, as is the case with the Culgoa's steering 
engine leads, which are in the shaft alley under the cold storage. 

14. In regard to the system of refrigeration the present dense-air system is not con¬ 
sidered suitable, as it is more likely to get out of order, is heavier, and is less economical. 
An examination of the register of refrigerator ships of the world shows that of 104 
vessels having a capacity of 140,000 cubic feet and over, 25 use the air system, but all 
of these were built prior to 1900—18 use ammonia with air as the cooling medium, 42 
use carbonic anhydrate with brine as the cooling medium, 14 use ammonia with brine 
as the cooling medium, and .5 use this system with air as the cooling medium. Prac¬ 
tically all of the 47 using the carbonic anhydrate system have been built within the 
last eight years. This system would therefore appear to be the best one available at 
the present time. Brine as a cooling medium is said to be more economical than air, 
but has the disadvantage of liability to leakage in the cooling pipes. Air as a cooling 
medium has the advantage of supplying fresh air in the cold-storage space and might 
be utilized in the semicold spaces after it had passed through the cold storage. 

15. There has been discussed at times the question of the removal of steam laundries 
from battle ships, owing to the space they occupy and the difficulty of obtaining men 
to run them properly. If this were done the supply ship could be fitted with a 
laundry of sufficient size to handle collars, cuffs, shirts, and white uniforms for officers 
of the fleet. The smaller number of suitable men required could doubtless be obtained, 
especially with the living advantages which could be offered them on a ship of this 
character. 

Very respectfully, 

A. W. Grant, 
Commander , U. S. Navy. 

S. McGowan, 

Pay Inspector , U. S. Navy. 

J. B. Patton, 

Lieutenant Commander , U. S. Navy. 

L. B. McBride, 

Assistant Naval Constructor , U. S. Navy. 

M. H. Karker, 
Assistant Paymaster , U. S. Navy. 


116 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 

130. When I reported for duty, my predecessor offered me a large 
number of papers in regard to past transactions in the naval supply 
fund cargo of the collier Ajax. There were at that time, however, but 
a few items on board the collier, and, as the papers in question related 
entirely to receipts and expenditures already made, I preferred to 
get from him an invoice of just what was then on board the Ajax and 
start a new set of accounts. He informed me thal he was not in a 
position to invoice to me the articles then on board, but I secured 
from the master what purported to be an exact inventory of this 
stock and took it up at prices which I eventually obtained from my 
predecessor. A considerable quantity of oil, etc., was taken on board 
at San Francisco and carried to Manila and unloaded, after which 
other stores were taken on board at Cavite before the journey home 
was resumed. I endeavored in every possible way to keep some 
reliable account of the stores on board the Ajax, but experience 
proved that it was absolutely out of the question to obtain anything 
like an authentic and dependable record of supplies carried on board 
another vessel, particularly when the immediate custodian is a mer¬ 
chant master who is called upon to handle the stores in addition to 
his duties in command of the ship. The principal two reasons why 
I think such an arrangement inadvisable are: First, that the invoices 
in such cases (certainly in the one to which I refer) are so slow in 
reaching the officer who is supposed to keep the final account thereof 
that the cargo is received, transported, and expended long before the 
papers pertaining thereto have come into the hands of said officer; 
second, because from the very nature of things a storeship is often 
necessarily separated from the flagship for considerable periods. 

131. As an example of the second objection just stated, the Ajax 
remained at Melbourne for a number of weeks in order to effect the 
repairs covered by the following contract: 

UNITED STATES ATLANTIC FLEET CONTRACT NO. 16. 

This contract of two parts, made and concluded this 4th day of September, 1908, by 
and between the Melbourne Steamship Company of Williamstown, Victoria, party of 
the first part, and the United States, by the fleet paymaster, United States Atlantic 
Fleet, acting under the direction of the Secretary of the Navy, party of the second 
part, witnesseth, that, for and in consideration of the payments hereinafter specified, 
the party of the first part hereby covenants and agrees to and with the party of the 
second part, as follows: That the said party of the first part will immediately repair 
the damage done this day to the bow of the United States naval collier Ajax by reason 
of having been in collision with the Howard Smith Company steamer Leura; said 
party of the first part to furnish all labor, material, machinery, and tools for the full 
performance of said work, including cleaning and painting; labor to be charged for at 
the following rates per hour (working eight hours per day until finished), which 
includes all tools, both hand and machine: 

Drillers. 

Boilermakers. 

Boilermakers’ helpers 
Blacksmith and helper 

Forge. 

Cleaners. 

Foremen. 

Fitters. 

Night rates 50 per cent extra. 

That the charges for such other classes of labor as may be found necessary in the 
prosecution of the work will be mutually agreed upon by the party of the first part 
and the naval constructor in charge of the work, and must be satisfactory to the latter. 

That the necessary material will be charged for at market rates as established to the 
satisfaction of the United States naval constructor in charge. That the material is to 


2s. per hour. 

2s. 2d. per hour. 
Is. 4d. per hour. 
3s. 9d. per hour. 
42s. per hour. 

Is. 4d. per hour. 
3s. per hour. 

2s. per hour. 










OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 117 


be inspected and the work passed upon by the said naval constructor, who will upon 
completion certify the bill therefor and submit it to the commander in chief, United 
States Atlantic Fleet, whereupon payment will be made by check on the assistant 
treasurer of the United States at New York at the established mint valuation of 
$4.8665 to the pound sterling. That the consideration hereinbefore named is to 
include all expense incurred by the United States by reason of this contract and that 
the bill submitted as hereinbefore stipulated shall specifically state that same is in 
full settlement of all charges, except docking charges, against the United States in 
connection with the said United States naval collier Ajax. 

That, should the naval constructor in charge at any time during the progress of the 
work consider that the work is not proceeding satisfactorily or has not been satisfac¬ 
torily done, he will have the power to cancel this contract, in which case only the 
charges incurred at that time shall be paid the party of the first part. 

That the said party of the second part hereby covenants and agrees as above. 

In witness whereof the said parties hereto have hereunto set their hands and seals 
the day and year first above written. 


Melbourne Steamship Company (Leonard). 

S. McGow r AN, 

Pay Inspector, U. S. Navy, 
Fleet Paymaster, U. S. Atlantic Fleet. 

Signed and sealed in the presence of— 

E. D. Murphy, 

As to party of first part. 


A. W. Grant, 

As to party of second part. 

Approved. 


C. S. Sperry, 
Rear-Admiral, U. S. Navy , 
Commander in Chief, United States Atlantic Fleet. 


132. As soon as I began inspecting (which was within a few days 
after I reported for duty) I was struck with the great variety of 
office methods and the apparent lack of any uniformity whatever 
in regard to the conduct of the pay departments throughout the 
fleet, the routine on board different vessels being entirely differ¬ 
ent one from another. I also noticed that there was in several 
quarters an utter misconception of the obligations of a pay officer 
tvith, reference to the manner in which lie should make payments, 
or rather the manner in which he should not make them. I 
refer particularly to the practice of “ taking money off the books,” 
as it is nailed forward. For obvious reasons I preferred not to 
encounter any specific case of paying subscriptions, etc., en bloc; 
but I was certain that this practice—even if sanctioned by immediate 
superior authority—was contrary to law and regulation, and I made 
up my mind to stop it in the Atlantic Fleet. It was in view of this, 
and for the purpose of suggesting to pay officers certain safeguards 
by the use of which they might avoid trouble and especially to elicit 
sufficient information throughout the fleet upon which to base recom¬ 
mendations for a general revision of the fleet regulations in regard to 
pay officers, that I formulated and submitted to the commander in 
chief, September 15, 1908, a list of questions which I purposed—with 
his approval—to ask each officer whose department I subsequently 
inspected. The commander in chief approved the list as submitted, 
and the questions were used for the first time on board the Connecticut , 
September 22, 1908. I inspected on that date the pay department 
under Assistant Paymaster B. H. Brooke, XL S. Navy, and five days 
later the commissary department under Assistant Paymaster F. E. 
McMillen, U. S. Navy. The inspection questions in this instance 
were divided into two sections—those pertaining to the pay depart¬ 
ment proper and those pertaining to the commissary branch thereof, 


118 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


the work being in charge of the two officers named. The questions 
were as follows, and I am quoting opposite each the answer thereto 
in order that the record thereof may be complete: 

Memorandum to accompany report of inspection of the accounts of the U. S. S. 

Connecticut, Assistant Paymaster B. H. Brooke, U. S. Navy, pay officer. 

+ 9 

Q. How is the work of the Pay Department distributed, i. e., just what does each 
person do?—A. I supervise all the work of the Pay Department, keeping as closely 
in touch with everything as I possibly can. I make all purchases and all payments 
of money. The pay clerk keeps the pay rolls and generally assists me. The chief 
yeoman is in charge of the clothing and small-stores rooms. He makes the issues and 
prepares the clothing and small-stores returns. He also assists in the office, pre¬ 
paring public bills, etc. The other yeoman does the typewriting, makes the smooth 
copies of pay rolls in hand writing, and renders various other assistance. The jack- 
of-the-dust handles the stores, keeps the storerooms clean, and assists in issuing 
clothing and small stores. 

Q. How do you keep the record of allotments?—A. In the regular allotment regis¬ 
ter book, which I have found more satisfactory than card systems. 

Q. How many safes have you, and who has the combination of each?—A. I have 
three safes. I have the combination of two and the chief yeoman has the combina¬ 
tion of the third. 

Q. How often do you balance cash?—A. About four or five times a week. 

Q. Do you keep a permanent record of balancing?—A. Yes, in a small notebook. 

Q. Do you keep a safe cashbook?—A. No; I keep the regular cash book in the 
safe and show all cash transactions in special columns. 

Q. Have you any unpaid ship’s bills? Why?—A. I have two unpaid, because 
they were not certified as required. They were returned for certification and will 
be paid when received. 

Q. Have you any unfilled purchase requisitions? Why?—A. I have two unfilled, 
because the markets did not afford the articles required. 

Q. How do you reimburse the Government for crockery broken by messmen?— 
A. I check the amounts on the roll against the individual accounts on an order of the 
commanding officer. 

Q. How do you account for sale of deserters, and dead men’s effects?—A. On a 
statement of sale showing the articles sold, the names and pay numbers of the 
purchasers, and the amounts for which sold, signed by the witnessing officer, and 
having the commanding officer’s approval. 

Q. Have you taken steps to remove suspensions on your last statement of differ¬ 
ences from the Treasury?—A. Yes. 

Q. How often, and how do you let the men know what is due them?—A. At the 
end of each quarter by posting a statement on the bulletin board. 

Q. Is your regulation book posted up to date? General orders? Special orders? 
Bureau memoranda? Fleet regulations?—A. All are posted. 

Q. In making purchases to what extent are you guided by the estimated cost?—A. 
If the price approximates the estimated cost, I make the purchase. If the price is 
greatly in excess, 1 report the discrepancy; and, if the head of the department and the 
approving authorities are willing to alter the estimated cost on the requisition, I then 
make the purchase. 

Q. In making payments to enlisted men does the witness to the signature sign also 
as witness to payment?—A. In payments I have made so far the officer witnessing the 
payments has usually not been the same officer who witnessed the signature. 

Q. Is all this done at the time payment is made?—A. Pay receipts are usually 
brought to the pay office with the man’s signature already witnessed. The officer 
witnessing the payment signs the pay receipt at the time the payments are made. 

Q. Are any corrections as to prices or articles made on clothing receipts after they 
have been signed by the men?—A. No. 

Q. Are your issues of clothing and small stores entered up on roll and stock account 
each day?—A. Yes. 

Q. Do you collect monthly for clothing and small stores sold for cash to the can¬ 
teen?—A. I collect the day sales are made. 

Q. Who signs your clotfling requisitions, and how—with stamp or pen?—A. The 
divisional officers, with pen. 

Q. How often do you personally inspect storerooms?—A. At least twice a week. 

Q. When did you last inventory clothing? Were you personally present?—A. I 
completed an inventory on the 12th instant. I counted all articles myself. 


OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 119 


Q. How often do you visit the clothing room while clothing requisitions are being 
filled by the yeoman?—A. I try to be present as much of the time as possible when the 
yeoman is issuing clothing. I estimate that I am present one-half to three-quarters 
of the time. 

Q. Have you any nonregulation clothing or articles unfit for issue on board?—A. I 
have some that have been surveyed and are to be turned into store at Manila. 

Q. How many sets of keys are there to the clothing rooms? Who have them?—A. 
Two sets. The chief yeoman has one. The others are in my safe. 

Q. When making payments to an officer, how do you ascertain if he has the amount 
due him?—A. I keep a memorandum of data affecting officers’ accounts with the 
receipt book. 

Q. Is money ever paid to an enlisted man except when the witnessing officer is 
actually present?—A. No. 

Q. Are subscriptions ever paid in bulk, i. e., to other than the person whose account 
is debited?—A. No. 

Q. Who makes payments of money from time to time?—A. I make all payments. 
I leave funds with the clerk to pay officers when I go ashore. 

Q. How do you pay special gunnery prizes?—A. At muster, by exchange of money 
and receipt. 

Q. By what method do you pay for subsistence of patrol parties ashore?—A. I pay 
the commissary officer on a public bill, accompanied by a list of men detailed for patrol 
duty approved by the commanding officer. 

Q. Do you invariably follow the Treasury directions regarding payments by cash 
and in legal tender and only to the person against whose account the same is charged, 
as prescribed by articles 1519 and 1496, Navy Regulations?—A. Yes. 

Q. Do you ever cash checks out of government funds?—A. No. 

Q. In what order do the men come to draw money?—A. They come in no regular 
order. 

Q. Does an officer of the division identify the men?—A. No. 

Q. How long does it require you to pay off?—A. Both times I have paid off it took 
nearly the whole afternoon, and stragglers stretched out over the next two or three 
days. 

Q. Are you personally present when deposits for interest are made in cash?—A. 
Yes. 

Q. Does the depositor write his name across the certificate after you have signed 
it?—A. Yes, or immediately before. 

Q. What percentage of loss did you show on your last clothing return?—A. Just 
what my inventory showed. It was considerably less than 2 per cent. 

Q. What percentage do you expect to have to show this quarter?—A. None. 

Q. Do you give the tailor written orders, serially numbered, for all the work he does 
officially?—A. The tailor is not in my division. I have no official dealings with him. 

Q. Do you keep the cashbook, check book, officers’ receipt book, and crew and 
marines pay tickets under lock and key?—A. Yes; in the safe. 

B. Hayes Brooke, 
Assistant Paymaster , U. S. Navy. 


Memorandum to accompany report of inspection of the commissary department of the 

U. S. S. Connecticut, September 27, 1908, Assistant Paymaster F. E. McMillen, U. S. 

Navy, commissary officer. 

Q. How are the duties distributed in the commissary department—just .what does 
each person actually do?—A. I exercise personal and direct supervision overall works 
of the department; make out all returns and requisitions and prepare all official 
communications; keep all canteen books, papers, and cash and make all purchases. 
The chief commissary steward has charge of all storerooms except canteen storeroom, 
cleaning and stowing of all compartments belonging to the department, accounts of 
sales to messes, daily ration record and stock book; personally procures all stores 
from supply ships, submits weekly bills of fare and supervises the actual preparation 
of food in the galley and bakery. The canteen yeoman is the canteen store man, has 
charge of canteen and canteen storeroom, makes sales and keeps canteen cashbook 
and canteen credit book. 

Q. What portion of the cold storage is allotted to the commissary department?— 
A. The compartment designed for the general mess. 

Q, What is its cubic capacity?—A. 445.3 cubic feet. 



120 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


Q. What can you stow in it, stowing perishable articles in such relative quantities 
that they will last about equally long?—A. Twenty-five thousand pounds of meats. 
This is the quantity we endeavor to carry. 

Q. What proportion of the officers’ and chief petty officers’ cold-storage provisions 
does the general mess supply?—A. About two-thirds. 

Q. What is the capacity of your sea store spaces?—A. Sea stores for ninety days 
can be carried. 

Q. How long could you remain at sea without materially varying your present 
bill of fare?—A. Thirty days, as weare now subsisting the ship’s company practically 
the same as when the ship was lying at San Francisco. By modifying the present 
bill of fare, using more sea stores, we could easily remain away from the supply ship 
for forty-five days. 

Q. What record do you keep of provisions in storerooms? Describe in detail.—A. 
A stock book is kept in the commissary issuing room. Stock cards, exactly similar 
to those used in storehouses at navy-yards, showing original entried and corrected by 
inventories on the first of each month, are tacked up, conveniently at hand, inside 
the door of each compartment. Issues are entered on each card by the jack of the 
dust whenever stores are broken out (daily). Thus at any time an exact account of 
stock in the storeroom can be taken almost immediately and further checked up with 
the stock book. 

Q. When did you last inventory provisions? Were you personally present?—A. 
The last complete inventory taken was on June 30, 1908; but, as a thorough study of 
the stowing facilities of the ship has been made and storerooms stowed and restowed 
and articles classified many times, each time an account of stock being taken and 
stock cards being kept in each storeroom, an accurate record is at any time available. 
Yes; I was present at every occasion. 

Q. How often do you personally inspect storerooms?—A. I am in all storerooms 
at least two or three times a week. 

Q. What steps do you take to check the quantities of provisions received?—A. All 
provisions coming aboardare inspected and weighed by the chief commissary steward, 
usually in my presence. 

Q. Do you personally scrutinize each bill of fare before it is accepted?—A. Yes. 

Q. Are any of the present articles of food on board or on the supply ship disliked 
by the men?—A. Yes; particularly salt beef, which is never issued, “pay depart¬ 
ment pickles,” and the sliced dehydrated potatoes and dehydrated carrots, found 
suitable only for soups and vegetable stews. 

Q. Have you any suggestions as to new articles of food that might advantageously 
be embodied in the present ration?—A. No. 

Q. Do you keep your daily ration record up to date?—A. Yes. 

Q. What percentage of loss on issues, if any, do you expect to have to show on your 
provision returns this quarter?—A. None. It is my opinion, however, that a loss of 
issues of fresh meat and fresh vegetables should be allowed; the full 7 per cent in 
these components would scarcely be an adequate allowance for the unavoidable 
losses due to the bones, scraps, and waste in the preparation of the meat and vege¬ 
tables. 

Q. Is your voucher for provisions sold to messesan absolutely correct recapitulation 
of the various individual sales exactly as they actually took place?—A. Yes. 

Q. Do you collect monthly or quarterly for provisions “sold for cash” to messes?— 
A. Monthly. 

Q. Do you take receipts from stewards at the time of issue for provisions sold to 
messes?—A. Yes; in duplicate. 

Q. Are you absolutely sure that the balances on hand, shown by your provision 
return rendered to the bureau, are exactly what is in your storerooms?—A. Yes. 

Q. What method and what books do you use in keeping your canteen accounts?— 
A. Up to the 23d of September, a strictly no credit system was followed; on that date 
credit to the amount of $2.50 per man was allowed each man in the crew as a trial 
of the credit system in order to relieve the temporary “hard times,” but only for the 
remainder of tne current month. A cashbook is kept by the canteen yeoman, initialed 
as the cash is turned in by him each day by me. I keep a safe cashbook for nothing 
but canteen cash. A ledger of all current accounts is kept as well as a voucher file. 
A canteen storeroom stock book is used in checking up monthly inventories. All 
books are entered up to date, except, of course, the individual credit book, which will 
be entered and balanced in three days. 

Q. To what extent has fleet order No. 2306 changed your canteen rules?—A. The 
canteen of this ship was affected scarcely at all by the issue of f. g. o. No. 2306, as 
nearly all the details therein laid down had previously been put into operation by 


OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 121 


\ 

order of commanding officer. The suggestion as to the employment of credit, how¬ 
ever, to keep up the sales at sea and thereby expediting the payment of the canteen 
debt, was adopted and is at present in operation. 

Q. How often do you balance your canteen cash?—A. Nearly every day. At least 
three or four times a week, depending on the sales and disbursements. 

Q. Do you personally make all purchases for the canteen?—A. Yes. 

Q. How long does it require to take an actual inventory of the canteen? Who does 
it? How often?—A. About two hours, with the stock usually carried in the canteen. 
The inventory is taken every month by me, assisted by the yeoman. 

Q. Do you keep a stock book of your canteen storeroom?—A. Yes. 

Q. Have you ordered any stock per supply ships?—A. Canteen stores for this ship 
were ordered placed on the supply ships by my predecessor. I believe all of the 
stock reserved for this ship can easily be used before the fleet’s arrival home. 

Q. How much money do you allow the canteen yeoman to keep out for change?— 
A. Ten dollars. 

Q. How much money does the canteen owe to-day?—A. $2,020.51. 

Q. How much cash have you on hand?—A. $363.84. 

Q. How much in bills receivable?—A. Estimated, $1,000. 

Q. How much stock have you, at cost?—A. Estimated, $3,700. 

Q. When do you expect to be out of debt?—A. By the end of October. 

Q. Have you a written order from the captain for every expenditure of canteen 
funds, except for the purchase of additional stock?—A. Only two small expenditures 
of this nature have been made, both in July and before the promulgating of f. o. No. 
2306, and both with the verbal approval of the commanding officer. 

Q . How did you inaugurate credit in the canteen, and what has been its effect thus 
far?—A. Credit was limited to $2.50 for all hands, and all credit is to be stopped on 
September 30. Up to the present time, September 27, the credit sales have increased 
to nearly $150 per day, while the cash sales have practically stopped. The canteen 
yeoman keeps a ledger, and after each day’s sales enters up all credit slips and totals 
each man’s accounts to prevent any case of overdrawing. At the end of the month 
and before pay day, credit will be stopped, bills made up and arranged in order of 
pay numbers. When the crew is paid off, all bills will be collected by the canteen 
yeoman. 

Q. Are your navy regulations, general orders, special orders, bureau memoranda, 
and fleet regulations posted up to date?—A. Yes. 

F. E. McMillen, 

Assistant Paymaster, U. S. Navy, Commissary Officer. 

U. S. S. Connecticut (Flagship), 

At sea, en route to Manila, September 27, 1908. 

133. The necessity had been manifest and pressing for some uniform 
method of inspection. There was nothing in the regulations or in 
any instructions from any source known to me to show how a real 
examination into the pay department should be made, except the 
requirements of article 1596, paragraph 2, Navy Regulations, which 
prescribed only the method of arriving at the correct cash balance 
and properly reporting thereon. 

134. After the questions quoted were approved, a supply thereof 
was printed on board the flagship and with very slight modifications 
they were used for every inspection I made from September 22, 1908, 
to and including April 5, 1909, when their use was discontinued by 
direction of the commander in chief. 

135. As soon as the use of these questions had been authorized by 
the commander in chief, I purposedly distributed copies throughout 
the fleet in order that every pay officer in the fleet might know just 
what to expect in the way of scrutiny, and for the further purpose of 
securing in advance substantial compliance with regulations and 
good administration as therein outlined, and thus to accomplish 
more real improvement than any number of inspections, no matter 
how rigid, could have been expected to achieve, fl he effect was 
immediate and far beyond what I had expected of it, The first 


122 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 

result was, as in all such matters, considerable unofficial complaint 
and disagreeable criticism. But, as is also nearly always the case, 
those interested took pains to render at least reasonable compliance 
with most if not all of the suggestions which were plainly made, 
though worded in the form of questions. When, therefore, the use 
of these questions was eventually discontinued as already related, 
the necessary information upon which to formulate recommendations 
as to fleet regulations had been obtained from every ship, whereas 
the uniformity and systematization secured were altogether gratifying. 

136. In particular, money is no longer “taken off the books” in 
the Atlantic Fleet, as will be seen from article 21, Fleet Regulations 
of 1909, which reads as follows: 

When an enlisted man presents tp the pay officer a properly authorized and duly 
signed pay ticket, the amount of money shown thereon shall be invariably delivered 
to the man in person and shall not, even with such man’s consent, be included in any 
total payment to a common creditor or applied by the pay officer to make up a sub¬ 
scription or be diverted for any other purpose, however just such debt or proper such 
subscription or other purpose may be in itself. 

137. While the fleet is cruising on any extended voyage, ahd 

equally so during active maneuver periods, it is impossible for the 
fleet paymaster to inspect accounts in all the ships of a large fleet as 
frequently as the regulations contemplate and his own sense of 
propriety would cause him to desire. I think, therefore, that, when¬ 
ever the fleet disperses to the various “home” yards, the fleet pay¬ 
master could with great advantage to the work make a series of calls at 
the several yards for the purpose of thoroughly inspecting accounts at 
about the same time and in a uniform manner. While there are many 
and various reasons why inspections, particularly at sea, should be 
as frequent as practicable, there are even stronger reasons why 
inspections should be regularly and systematically made by the fleet 
paymaster while the ships are at navy-yards; the principal reason 
being that as soon as a ship comes to a navy-yard there is a percep¬ 
tible and inevitable let down in everything that pertains to the 
exactness which governs the usual routine while cruising, and the 
time of all times when laxity and business irregularity are liable to 
spring up in the pay department is while a ship is lying alongside the 
wharf in her home port. * * * 

138. As is indicated by copies of memoranda quoted by me in an 
earlier part of this report, I made an earnest effort to have the cold- 
storage space throughout the fleet placed practically under the 
immediate control of the commissary officer. I was to a certain 
extent successful in this direction; and I have understood that the 
idea is being carried still further now, with the probability of the 
complete assignment of these spaces to the commissary department 
in the near future. 

139. The next step along the same line which I had in view but 
had not yet reached was a general redistribution of all stowage spaces 
throughout the ship for the purpose of gaining in accessibility and 

* securing so reasonable an allotment of space as to have all the sup¬ 
plies on board in a business-like proportion to each ship rather than, 
as has been the case in the past, carrying six months’ or a year’s 
or even in some articles two or three years’ supply of one thing, and 
in consequence thereof being obliged to replenish in some other 
necessary articles every few weeks. Paragraph 6 of my letter to the 


OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 123 

commander in chief (for the bureau), dated at sea, en route Gibraltar 
to Hampton Roads, February 13, 1909, read as follows: 

The following additional suggestions aimed to assist in securing further improve¬ 
ment afloat are offered for such consideration as they may seem to deserve: (1) Make 
the pay officer of every first-rate ship general storekeeper with all present storerooms, 
store men, and clerical force transferred to him; enlarge pay office; carry no duplicate 
stores or parallel accounts; maintain but one set of ledgers (under naval-supply fund) 
for supplies and one for equipage; have a continuous inventory—counting each article 
when supply runs low—automatic requisitions for replenishment to be gauged by 
heads of ship’s departments’requisitions “for use.” * * * * 

140. I had in mind then the redistribution of stowage space just 
as soon as all such spaces came under one control. I am perfectly 
sure that a great deal of space has in the past been wasted, both by 
duplicating stocks of the same article and by carrying large packages 
in small storerooms, and also by having the storerooms of some 
departments comparatively empty while just that stowage space 
was badly needed in other departments. Also perishable provisions 
have been carried in practically any part of the ship that might 
be left over for that purpose without due regard for the location or 
temperature or accessibility of such spaces. This might not appear 
to be literally a part of the fleet paymaster’s duty, but I considered 
that it ought to be within his province to so systematize and stand¬ 
ardize all such matters as this to the end that every ship of about 
a certain type would be practically a duplicate of every other ship 
of about the same type in so far as relates to preparedness for sea 
and consequent endurance on the firing line and away from the 
source of supply. In other words, I deem it distinctly a fleet and not 
a ship question as to just how much and what each vessel of each 
class can and should be made to carry under all circumstances. 

141. As I understand that my recommendation quoted above has 
been substantially carried into effect, I can see no reason why the 
general question of stowage space on board all seagoing ships should 
not in the near future be taken up comprehensively and such spaces 
be reassigned for each type in such manner that there may be secured 
the maximum of preparedness on the minimum of wasted space. 

142. During the last few months of my duty with the Atlantic 
Fleet the pay officers of five battle ships took over the custody of and 
accountability for supplies carried under Title Y, and the two supply 
ships accompanying the fleet kept on board stocks of miscellaneous 
Title Y stores under the naval-supply fund for issue to the fleet in 
general and to the general storekeeper ships in particular. I was 
not called upon to handle the requisitions or any other papers per¬ 
taining to this feature of the work afloat, hence my knowledge of 
how well this partial adoption of my original recommendation worked 
is confined to what I saw during inspections and what I heard in con¬ 
versation. The change was only partial and very radical. While, 
therefore, the experiment worked excellently well on niost of the 
vessels, there were instances of where it was not taken kindly to and 
developed defects which made its successful operation almost impos¬ 
sible even with the assiduous effort which the pay officer bestowed 
upon it. In the long run, however, I think this last was a benefit 
rather than a detriment, because any system or part of a system which 
is worthy of adoption must possess inherent strength sufficient to 
meet any ordinary amount of opposition, reasonable or otherwise; 


124 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


and the fact that some adverse criticism was made in regard to this 
new plan simply puts its authors and administrators in possession 
of the necessary information to strengthen it in its weak places and 
smooth off its rough edges so that eventually it ought to be beyond 
the reach of just criticism. 

143. As indicated in several preceding paragraphs throughout this 
report and particularly in the report of the Grant Board contained in 
paragraph 137, I enthusiastically favor the greatest possible develop¬ 
ment of supply ships as an integral part of every group of fighting 
craft. With reference to what stores and how much of each should 
be carried on board supply ships, I think the same general idea should 
be followed as I have suggested for battle ships, namely, that a great 
deal of care should be exercised to maintain the symmetry of supplies 
to the end that all available supplies be on hand in such manner as to 
enable the fleet to remain at sea and away from its base just as many 
days as possible—a shortage in any one necessary article fixing, of 
course, the limit of such sea service. In this connection I desire par¬ 
ticularly to invite attention to the fact that, although storeships 
should, of course, carry a miscellaneous and complete stock of the 
various articles which will be needed throughout the fleet, the redis¬ 
tribution of the stowage space and the adoption of the general store¬ 
keeper plan on board cruising vessels should not by any possibility 
be allowed to effect a reduction of the supply of any article carried on 
board such cruising ship as to render frequent call upon the storesliip 
necessary. I mean that, with the control by one officer of all stowage 
space on board ship, there ought to be a considerable gain in total 
stowage capacity and a resulting gain in total time which all necessary 
supplies will last; and this gain, which is necessarily based on physical 
facts and economy of space, should not be in any instance allowed to 
be offset by any undue dependence on storeships of any kind, for 
experience lias amply proved that even with good weather conditions 
no two vessels can always be counted upon to remain in company 
constantly, unless, of course, they are at anchor. I regard the prov¬ 
ince of the storeship, therefore, as what might be called half way 
between the fighting ship and the storehouse; in fact, a floating store¬ 
house and nothing more; and to take supplies out of a battle ship and 

E lace them on board a storeship which is expected to accompany that 
attle ship at all times is, in my judgment, the gravest possible error, 
the maximum economy being obtainable only by treating the store- 
ship simply as a mode of expeditious transfer between the shore and 
the fleet, each fighting ship to keep its stowage spaces symmetrically 
full at all times and depending upon the storeship to replenish them 
only and as soon as supplies of any kind have been used in sufficient 
quantity to afford space for further stowage. It may be that my 
impressions on this subject are wholly erroneous. I hope they are. 
But it seemed to me that there was in the recent past an effort being 
made to take more and more of the general supplies off the battle 
ships and depend more and more upon the storeships for the replen¬ 
ishment thereof by constant small requisitions. Ir I am correct in 
this impression, it is my judgment that, though such a procedure 
may effect a temporary financial economy, such an advantage is prac¬ 
tically negligible in view of the resulting manifest loss in military pre¬ 
paredness which such a programme would appear to entail. 

144. As the records of the auditor’s office show, I personally paid 
practically every collier whose master asked for reimbursement from 


OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 125 

the time I joined the fleet until iny detachment. This was done in 
order to relieve pay officers of ships from work which I considered 
should properly fall on the fleet paymaster, and particularly in order 
to expedite the payments of these accounts and to let the collier mas¬ 
ters know where to apply for an immediate supply of funds. This, 
of course, took some time and no little trouble, but I think the result¬ 
ing gain in efficiency was more than proportionate thereto. 

145. Transportation requests for enlisted persons traveling under 
orders formed one of the most constantly troublesome features of the 
work which fell to me after the return of the fleet to the United 
States. Navy regulations, as they read at present, require all such 
work to be performed by the pay officer of the flagship. Assuming, 
however, that these regulations had in mind the fact that the pay 
officer of the flagship and the fleet paymaster have until very recently 
been one and the same officer, I with entire willingness assumed this 
work and did it throughout the spring and summer of 1909 to the best 
of my ability. Sometimes there were no transportation requests to 
be issued for several days consecutively, and then again there would 
be a number to be issued the same day, generally each of the travelers 
going in a different direction; and, as was the case with nearly all 
such work afloat, practically every one of these requisitions for trans¬ 
portation came under the head of “rush” work. As long as the flag¬ 
ship was at New York Navy-Yard it was very easy to ascertain 
exactly the proper procedure in each case from the receiving ship pay 
office, where a chief yeoman is regularly detailed for that work (and, 
I believe, that work alone). After leaving New York, however, the 
situation was very different, and I was consequently compelled to 
rely on such information as I could gather from the printed instruc¬ 
tions and the copies of typewritten letters furnished me on the sub¬ 
ject. While I do not presume to pass upon the adequacy of these 
instructions, there were very many times when I was unable, under 
the circumstances and in the necessary rush of expediting immediate 
transportation required, to find out from these instructions the exact 
details necessary to be incorporated in the papers; and, in a number 
of cases, I was thus obliged to rely absolutely on such information as 
I could gain ashore from station agents and other apparently respon¬ 
sible officers. 

146. Without, therefore, going into the question of whether or not 
the information furnished me was sufficiently complete, I am satisfied 
that in this particular instance the attempt to centralize in any one 
officer the control and issue of the necessary papers is a mistake. 
I say this because, in a large fleet particularly, an at least appre¬ 
ciable length of time is lost in sending the requisitions for trans¬ 
portation requests to the flagship, where no authority really rests, 
because all of the transfers of the personnel covered thereby have 
been previously passed upon and authorized by the Bureau of Navi¬ 
gation. Consequently the only effect of having these transportation 
requests issued from one office is to delay the departure of the men 
and congest the work by having the fleet paymaster make out all 
requests; whereas time, trouble, and considerable paper work might 
be easily saved by furnishing a set of blanks and instructions to the 
pay officer of each cruising ship. The carrying out of this compara¬ 
tively unimportant routine would thus form but an insignificant inci¬ 
dent on board each vessel instead of being, as at present, a very trouble¬ 
some and constantly occurring burden to the one who has to do it all. 


126 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 


147. I do not for a moment wish to be understood as advocating 
decentralization in anything vital, for I think that all possible author¬ 
ity should be centered in the office of the commander in chief and 
all possible work thereunder should be performed by the fleet pay¬ 
master wherever more than one vessel is concerned. But, in cases 
like this where the department has already taken administrative 
action, it seems distinctly inadvisable to burden the commander in 
chief’s office with the handling of papers which he has no authority 
to do other t 1 
such papers 
and one ship 

148. As indicated by the orders quoted in the first paragraph of 
this report, I was assigned to duty as pay officer of the flagship Con¬ 
necticut from July 1, 1908, from which additional duty the com¬ 
mander in chief himself detached me August 20, 1908. This action 
on the part of the commander in chief was occasioned by conditions 
briefly summarized in the following memorandum, which I had 
prepared and signed but had not yet actually delivered when he 
summoned me to his cabin and informed me that it was his intention 
to relieve me of the ship duties without further delay: 

PERSONAL MEMORANDUM FOR THE ADMIRAL. 

Feeling sure that you are not aware of the fact that my double duty has kept me 
actually employed in necessary work every hour of every day in every port (and on 
an average of at least eight hours every day at sea), I am very reluctantly submitting 
what I consider a most conservative statement of the situation, tabulated for the sake 
of brevity: 



Fleet. 

Ship. 

Percentage of work I do is thus divided.'... 

75 

25 

Percentage of my working time is devoted to. 

65 

35 

Percentage of really important work necessarily neglected by me. 

25 

Percentage of personal supervision entirely omitted and authority wrongfully delegated. 

30 




I purposely avoid going into further details, though I could readily furnish them 
if your own time was not so completely occupied and your patience correspondingly 
taxed. I think I have shown I am willing to work all day every day to the utmost 
limit of my ability; and I am writing this solely because, as the fleet work becomes 
progressively heavier, I find myself unable to do it as it ought to be done—handicapped 
as I am by the petty details and wearing routine of the additional and extraneous 
duties of pay officer of the ship. 

I very much hope, therefore, that you will determine to cable to the department 
for authority to have me transfer the ship’s accounts to Passed Assistant Paymaster 
B. H. Brooke, U. S. Navy (at present unemployed on board the U. S. S. Kansas), who 
to my personal knowledge is perfectly competent to do the work. 

McGowan. 

August 12, 1908. 

149. We had discussed the matter once or twice before leaving 
San Francisco, he having brought up the subject of the double duty 
and asked for an expression of my opinion as to the practicability of 
continuing it. He told me he had received from the Navy Depart¬ 
ment directions to ascertain just how the arrangement of reuniting 
the two duties would work out during the cruise around the world 
and to report to the department upon the fleet’s arrival at Manila 
in October the result of his observations. On each of these occa¬ 
sions I informed the commander in chief that it was too soon for me 
to give him a statement of fact that would not be largely colored by 


lan forward lor compliance, ana most particularly wnen 
of necessity pertain in any individual case to one ship 
alone. 















OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 127 

» 

a very decided opinion I had long entertained on the subject and 
that consequently I much preferred to simply attempt to do, if it 
were a physical possibility, both of the duties to which I had been 
assigned, leaving it entirely for him rather than myself to judge 
whether any one person could properly occupy the two positions. 
During all this time the multiplicity and variety of the two posi¬ 
tions were astonishingly great. For example, I had made arrange¬ 
ments a few days before sailing from San Francisco to take on board 
Irom Mare Island Navy-Yard the necessary stock of clothing and 
small stores to last the Connecticut for some months. The tug came 
alongside and everything was in readiness to receive this consign¬ 
ment when the commander in chief’s orderly informed me that I 
was wanted on deck to accompany the admiral on an inspection of 
the hospital ship Relief. I went, of course; but, while I was gone, 
clothing and small stores valued at a good many thousand dollars 
came on board and were received into the pay department without 
my having seen the covering on a single package; and, of necessity, 
I had to sign the invoices for these articles on the assurance of the 
ship’s pay clerk that he had checked them over. In this case it 
turned out that the clerk’s work was quite accurate and no loss 
resulted; but I ought to have been there myself, and I would have 
been there if it had not been that, by order of superior authority, I 
had to be somewhere else at the same time. This is not an isolated 
example. In fact, it is absolutely typical; and I am not multiplying 
instances simply for the reason that it should be axiomatic that, 
although the most active, if not indeed the greater portion, of any 
pay officer’s duty is done in port, it is nevertheless a fact that the 
fleet paymaster is most busily engaged in fleet work at the very same 
times that the ship’s pay officer is likewise engaged on imperatively 
important ship’s work. One other example I may add: As recorded 
in a preceding paragraph it took me just twenty minutes in Auckland, 
New Zealand, to furnish the pay officers of the entire fleet with 
funds for the month’s disbursements—obtaining and dividing up 
among them £80,000 sterling (nearly half a million dollars gold); 
but, upon my return to the Connecticut with a paltry £6,000, it 
required the better part of that and the following two days for me 
to complete paying off the crew of that one ship. 

150. The time has long since passed when the office of fleet paymaster 
is anything like a sinecure; and I am absolutely certain from recent 
experience that, wherever it is considered necessary to have a fleet 
paymaster at all, that officer, in order to be worth anything to the 
flag officer, must be free from the wearing routine and the multi¬ 
plicity of petty and vexatious details which of necessity a ship’s pay 
officer has to handle. 

151. When I was detached from duty on the Connecticut, I, of 
course, vacated the pay office (and it was surely small enough for 
even the ship’s force to be crowded into). Being the flagship and the 
new arrangement not having been contemplated when the office 
space was designed, the Connecticut had no office room for the fleet 
paymaster. The result was that I bought a small sewing table, sawed 
part of the legs off of it and set it up in one corner of my stateroom 
for a typewriter desk. In this stateroom (which was on the berth 
deck and none too large for the purpose for which it was constructed) 
it was necessary for both the clerk and myself to constantly work, 


128 OPERATIONS OF PAY DEPARTMENT OF ATLANTIC FLEET. 



one using the small writing desk included in the combination bureau- 
dresser, while the other used the typewriter. A file box was impro¬ 
vised on top of the cofferdam outboard; and, during almost the 
entire cruise, this limited space had to serve as stateroom and office 
combined, even after the work became so heavy that I secured the 
detail of a third-class yeoman to assist in the clerical work. The 
correspondence became so voluminous and the number of papers 
handled for the flag office so numerous that, during a great part of 
the time, the clerk, the yeoman, and I were all three working in this 
stateroom office simultaneously, a drawing board having been bor¬ 
rowed from the engineer department and installed on top of the bunk 
as an improvised desk. The result of all this was that I succeeded 
in making for myself a very crowded and inadequate office by giving 
up almost entirely the scanty quarters which I occupied, leaving for 
me practically nothing but sleeping room in this improvised office 
after the work of the day (and the night) was over. 

152. Amid such surroundings it would have been impossible to 
achieve any kind of success had it not been for the constant encour¬ 
agement I received from superior authority and my earnest desire 
to do the most and best work possible under any and all conditions 
and thus justify in the fullest attainable measure the commander in 
chief’s confidence which I had the honor to enjoy. 

153. After the arrival of the fleet in the United States a partial 
readjustment of office space was effected and I was able to obtain 
sufficient room in the chief of staff’s office for one typewriter and also 
the use of a few pigeonholes. This was a decided improvement, to 
be sure; but I think that, when office space is being provided in new 
flagships, account might well be taken of the fact that the fleet pay¬ 
master can not possibly work to the best advantage without office 
facilities at least much better than the best I had. 

154. Another distinctly disadvantageous feature of the present 
situation is that the Navy Regulations regarding the fleet paymaster 
are so meager as to leave his position decidedly ill defined and render 
his status and duties on board ship very uncertain and, indeed, in 
large measure a question of the personal equation dependent in turn 
almost wholly upon the temperamental individuality of the com¬ 
mander in chief and the chief of staff, and, of course, the fleet pay¬ 
master himself. 

155. Some very definite and detailed regulations with reference 
thereto would, therefore, appear to be needed unless, in view of the 
fact that the fleet paymaster’s work is so closely connected with that 
of the flag office, it be possibly considered that more satisfactory 
results might be obtained (and the necessity for additional regula¬ 
tions at the same time obviated) by authorizing the commander in 
chief to select and nominate his fleet paymaster just as he selects and 
nominates the fleet engineer and fleet ordnance officer—subject, of 
course, to such restrictions as to maximum and minimum rank as 
the department might see fit to impose. 

Very respectfully, 


S. McGowan, 

Pay Inspector , U. S. Navy. 


The Paymaster-General of the Navy. 











































































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